About Wheels List
2005 H3-45 Liberty Elegant Lady with Two Slides, Built in Bunks with TV’s, Prevost Over-the-Road-AC, Only 56,000 miles, Detroit 515hp Engine, LED Under Coach Lighting, […]
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Condition: Used Year: 2004 VIN (Vehicle Identification Number): 3FRNF65F14V668426 Mileage: 58,332 Interior Color: Black Make: Ford Transmission: Automatic Model: Excursion Body Type: Other Trim: F650 […]
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Hailing from Jackson Hole, Wyoming, Legacy Classic Trucks has been converting and altering classic trucks and other vehicles for recreational and vocational purposes for almost a decade. Called “The Premier Truck Restoration Facility in the United States”. Not only are they known for their Power Wagon Conversion, Legacy Scrambler Conversion, and the Legacy Napco, they are gaining favorable recognition for their work on rare trucks and special custom builds.
Legacy’s mechanics team specializes in Diamond T, Studebaker, and Hudson vehicles as well, and alter these vehicles to be used for either commercial or recreational use. Winslow Bent, the founder of Legacy Classic Trucks, started the company using his experience in manufacturing, military, and the automotive industry. He has driven the Pan-American Highway and circumnavigated Australia. His knowledge of rough terrain and the people who enjoy adventures off-road has given Legacy Classic Trucks the edge when it comes to providing customers with the exact vehicle they need, whether it’s a custom build or one of Legacy’s famous conversions.
With plenty of inventory and lifestyle accessories, Legacy’s products are suited for every type of driver. One of their most popular models, the Power Wagon Conversion, is called “The Gentleman’s Choice”, lauded as “Arguably the world’s toughest and most beautiful truck ever created”. Reminiscent of the Old West, the Power Wagon Conversion starts with a classic Dodge frame and, 1,000 hours later, ends with a classic red coat of paint and the following measurements: it weights between 6,400 and 7,300 pounds, is almost 7 feet tall, and measures 17 feet long. 80 inches wide with 130 inch wheelbases, the Power Wagon Conversion is ruggedly handsome, hardy, and capable of handling up to 12,000 lbs for 1,000 miles (if using a diesel-fueled engine).
Cruising speed is around 80 miles per hour, with top speeds reaching over 100. Winch capacity is over 16,000 pounds, with a fording depth of 44 inches. Each of these Power Wagon Conversions is custom built, with a starting price tag of $185,000.
Right now, Legacy Classic Truck’s inventory includes an altered 1932 Ford Roadster which can be taken off-road in any setting. With DynaTrac ProRock 60 axles, a 350 horsepower V8 engine, and racing seats, this bold choice will stand out everywhere.
Also on hand for custom build orders are a 1937 Kenworth Touring Bus, a 1949 Dodge Power Wagon (four-wheel drive), and a 1968 Ford Bronco X-Cab, with an added 12” to the wheelbase to stabilize the vehicle when it goes off-road. There are also newer vehicles available for custom builds and alterations, including a 1970 Dodge Power Wagon and a 1985 Toyota Land Cruiser FJ60, available with a Ralph Lauren interior, Captain’s chairs, and an Army Green exterior.
With accolades pouring in from the likes of Truck Trend Network, Auto Blog, AutoWeek (which called Legacy Classic Trucks’ Power Wagon Conversion “the King of Trucks”), Four Wheeler, and Car & Driver (which said, “This is a Chrysler product we can actually believe Clint Eastwood would drive”), its work on classic trucks with a western edge is becoming recognized by collectors and the public alike.
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“Necessity is the mother of invention.” Whenever I think of the Peterbilt company, this is the quote that comes to mind. What began as an issue with the logging business turned into a nearly 80-year old company providing trucks to customers throughout North America. T.A. Peterman’s problem-solving skills allowed him to reinvent the logging business and begin a new wave of industry that has now become the gold standard.
Peterbilt, a subsidiary of Paccar, has two plants that produce their range of trucks, one in Denton, Texas, and one in Saint-Therese, Quebec. Originally, the trucks were put together in California (Oakland and Newark) and Madison, Tennessee, with headquarters moving from California to Texas in the 1990’s. After 2009, all plants and headquarters were closed or moved to Texas and Quebec.
The Peterbilt 579 is one of the newer vehicles, more aerodynamic due to its 2.1 meter cab, which was built for maximum driver comfort with lots of space to spread out, as well as a detachable sleeper, and efficient fuel consumption. It’s made with lightweight aluminum, comes with standard air disc brakes, and a redesigned, more ergonomic dash. It sports a 123” BBC as well.
This redesign was completed after consulting drivers via testing and interviews, which goes to show the lengths to which Peterbilt will go in order to ensure that the people actually driving their trucks have a practical, quality vehicle in which to conduct their day-to-day business. It’s for reasons like this that people consider Peterbilt the pinnacle of vocational vehicles.
The Class 8 Peterbilt 579 is built to maximize weight savings, provide a comfortable workspace for the driver, and to retain a high resale value, due to its versatility and detachable sleeper. It is also one of the new line of eco-friendly trucks produced by Peterbilt, with a variety of alternative fuel platforms available, including a choice between liquid or compressed natural gas or an electric motor, making the 579 the most cost-effective Class 8 vehicle in the world.
The 579 is perfect for those truckers who may at times need a vehicle that can accommodate quick changes and adapt to various changes in weather and road surfaces. Whether you’re going to be hauling logs, boxes of merchandise, or cars, Peterbilt’s 579 is up for the job. It’s a tough, long-distance hauler capable of keeping costs to a minimum while maximizing profit. A pioneer from the beginning, and a true North American legend, Peterbilt’s commitment to providing a quality product, reducing emissions, and finding ways to make these vehicles accessible to any size business is a large part of why they remain so popular, nearly 80 years after T.A. Peterman first took old military vehicles and created the prototype for the first Peterbilt.
Since the 1930’s, Peterbilt has been at the forefront of the trucking business, and shows no signs of slowing down. Branching out into eco-friendly options, creating a versatile truck with several available additions, and listening to their customers on the comfort and safety of their vehicles will ensure that Peterbilt remains at the top of the list for consumers for a long, long time.
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Have you ever watched “Pimp My Ride”, “Street Customs”, or “Inside West Coast Customs”? If you’ve seen one, you’ve seen them all, as these three are all about the same custom business, West Coast Customs, though of course a few things have changed over the years. With more recognition comes taste and style without the need for gizmos and gadgets to catch the eye.
“West Coast Customs” is the current iteration of the TV show, presiding over other mechanically minded-shows with its own space on Velocity, after a move from Fox Sports Network. After so much exposure to the public in this capacity, WCC is widely recognized as the best known custom car shop in the United States.
WCC boasts several high-profile clients such as Shaquille O’Neal, Trisha Paytas, “Evil” Jared Hasselhoff, Red 5 Studios and the Expendables films, WCC has gone from an entrepreneurial pipe dream to million-dollar franchise in under a quarter of a century.
Located in various cities in California (there have been several moves as the company needed more and more space — they are currently located in Burbank), WCC prides itself on providing its services to upscale clientele no matter the request.
The Expendables franchise recruited WCC to build three custom trucks, starting with 1995 Ford F-100s, one of which was given to Sylvester Stallone. A few years later, WCC was tasked with combining car bodies for a vehicle in Mad Max: Fury Road, which has now become one of the most iconic parts of the film (the vehicles used were a Ford Maverick and a Ford Ranger).
Other customers require more detail work, such as Trisha Paytas, who asked for Swarovski crystals to adorn the steering wheel and headrests of her Mercedes-Benz G-Wagon. Other details requested included customized floor mats and a custom paint job. Kylie Jenner’s custom Ferrari 488 Spider required more subtle changes, such as the tinted windows and white gloss paint, which made it a stand-out among her siblings’ vehicles. Shaquille O’Neal, The Weeknd, Justin Bieber, Jay Leno, and Sean Combs have also been WCC customers.
Along with providing custom vehicles to the stars and the film industry, WCC also works with globally recognized brands, mostly technology companies like Microsoft, Virgin, and Nintendo, who purchase these vehicles for advertising purposes. Recently, WCC paired up with Jack Daniels to create a
While there have been some bumps along the road for WCC, including criticisms of their employment practices, all the press has managed to grow WCC’s business. Its image as one of the top custom car shops in the world has rarely wavered, and with its branching out into franchise territory in the United Arab Emirates (Dubai) and China (Shanghai), WCC seems to be looking into becoming a worldwide name.
With a headquarters covering 60,000 square feet (it is considered the flagship of the company), a TV show, lifestyle gear, tours, and an academy (offering seminars and hands-on experience with the team to a few hundred mechanics a year), and attendance at prestigious auto shows, West Coast Customs is sprawling, just like the city it came from.
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Peterbilt’s 367 model has replaced both the 357 and 378 trucks in the heavy-duty vocational applications such as logging, dumping, and construction. All three vehicles are known for their tough exterior and long-lasting performance, particularly because of the lightweight aluminum build, bulkhead doors, fiberglass hoods, and the pod-mounted headlamps.
PACCAR’s own MX-13 engine is used in these Peterbilts, allowing maximum power and great fuel efficiency. Added bonuses to using this particular engine with these Peterbilt trucks include lower operating costs and higher resale value, increased uptime and longer service intervals, all of which serve to lower consumer costs while maintaining high performance standards.
Of course, Peterbilts are also customizable, and these three are no exception. Customers can choose between a variety of heavy-duty equipment, liners, axles, and hoods, so whatever vocation the truck is for, it can be tailored to the customer’s needs. With a 123” BBC and the ability to house up to a 600 horsepower engine, these Peterbilts are built to last, no matter how tough they work.
Though the mechanics and exterior of the trucks are important, there is also something to be said for the comfort and safety of the driver who will be utilizing the truck for several hours a day, several days a week. The Peterbilt interiors are built to be ergonomic, comfortable, and productive, with durable materials that resist stains and scratches. There are five grab handles, power controls, and a turnstalk with multiple functions as well, all of which allow the driver to stay in control and safe during working hours.
There are also sleepers available, and though the sizing has changed throughout the years, the quality remains the same. In the 1960’s and 1970’s, for instance, a 30 inch or 36 inch were the most commonly available, unless a custom order came in — then Peterbilt paired with Mercury Sleepers for their 40 inch, 60 inch, or a custom size. Later on down the line, the UltraSleeper became popular as the most luxurious option at 70 inches long. It contained a closet, table, and “wet closet” (for items like raincoats, umbrellas, and rain boots). The UltraSleeper was discontinued in 2005, and now the Unibilt is the most common sleeper.
Whether you’re going into construction or hauling, Peterbilt is one of the most recognized trucks for its high quality and endurance. The company that started out as a fixture in the logging business has branched out to serve a wide range of commercial customers throughout North America, becoming one of the most familiar names in the business.
Peterbilt’s commitment to high quality materials, innovative technology, and customer care have ensured that they remain at the peak of popularity with the public, even those who don’t own their own Peterbilt truck. Despite changes to the vehicles over time, their integrity remains steadfast, and though they have become a subsidiary instead of their own private company, Peterbilt continues to stand out from its competition by its dedication and loyalty to its customers, as well as by its own high standards for vehicles that need to go the extra mile.
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What other trucking company can boast a vehicle on permanent display in the Smithsonian? Freightliner Trucks (child company of Daimler Trucks North America) not only has one of their first vehicles on display, they are largely responsible for creating the higher powered trucks that traverse the Western United States.
The company was officially created in 1942, after a decision was made to reconstruct the Fageol to suit the needs of those living in the Western US — other big trucks did not have enough power to climb the mountain ranges so prevalent on the west coast. Freightliner did not, however, have the sort of network required to make a profit off of this brilliant idea, so an agreement was entered into during the 1950’s with the White Motor Company. With plants in British Columbia, Indianapolis, California, and Oregon, the trucks became a familiar sight on the highways across the US.
Though World War II halted production, Freightliner managed to hang on long enough to outlast the war and began building trucks in Salt Lake City, Utah soon after. The very first vehicle they sold outside the company went to Hyster (a fellow company based in Portland), which is the vehicle now on display in the Smithsonian.
Unfortunately, the White Motor Company began having money trouble and in 1974, Freightliner terminated their distribution agreement and sought to step out on its own with a conventional cab-over-engine (COE) model that performed extremely well, especially in the west, where easy access to the engine, a smoother ride, and smaller size were of high importance.
Only a few years later, however, President Jimmy Carter signed into law a deregulation of transport, and in 1982, the Surface Transportation Assistance Act’s relaxed standards and heavier taxes proved fatal to smaller trucking companies, including Freightliner, which propelled the company to sell off its trucking production to Daimler-Benz. New plants opened up in Ontario and Mexico, and the Business Class FL-Series did very well in the 1990’s.
Now, after the turn of the century, Freightliner provides commercial vehicles (classes 5-8) to the North American and European markets, and leads the industry when it comes to diesel fueled recreational vehicles and walk-in vans. It even partners with Tesla Motors, which provides battery packs for the Freightliner’s Custom Chassis Electric Van.
Freightliner also makes buses, cargo vans, low COEs, conventional trucks, and regular cabovers, as diesel engines or natural gas engines. Some of these were popular in Australia, New Zealand, and South Africa as of 2012. The Cascadia Evolution, revealed in 2014, became the 3 millionth truck produced by Daimler-Benz, but the first to use a Detroit powertrain.
At the time, between 140 and 150 trucks were being made each day, including those with natural gas engines. A regional headquarters and logistics center were added to the company’s property in 2015, though this did not create more jobs as might have been hoped.
Though the current plants in Ohio and North Carolina have seen some downsizing, there are still five Freightliner models being produced, along with three Western Star models, with a total of 2200 employees working to provide trucks to both the US and Europe for the foreseeable future.
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The Euclid Company of Ohio was in operation between the 1920’s and the 1950’s. It later became part of General Motors, and later acquired by the Hitachi Construction Company. Euclid Trucks produced heavy equipment for places like mines and quarries, specializing in dump trucks and scrapers that were made to move earth in large quantities in off-road settings, unlike other vehicles that were modified to be used off-road.
Originally, the Euclid Company was created by a father and his five sons, the Armington family, as the Euclide Crane and Hoist Company. The eldest, Arthur, eventually succeeded in persuading the rest of the family to turn the business from cranes to earth-moving, convinced that in the future more jobs would benefit from dump trucks and scrapers. Three very popular machines were built from the family’s prototypes to begin the new venture, and, just as Arthur imagined, the need was so great that the company even survived The Great Depression with little to no impact.
Euclid is known for producing the first 50-ton, 3-axle dump truck in 1951, as well as being the first to adopt the heavy duty Allison automatic transmission, and pioneered both the use of twin engines (Cummins diesel and then later Detroit diesel) and the high speed tractor belly dumper. They were also known for being the first major manufacturer to commercialize the articulated rubber tired loader, which is now used by everyone, especially the Caterpillar, Inc. brand.
The growing corporation was offered a deal by GM in the 1950’s, which was accepted in 1953. Though the Armington family continued working for GM and Euclid for the next several years, by 1960 the entire family had retired from the business.
The brand continued under the GM label until 1968, after GM acquiesced to the anti-trust lawsuit leveled at the business by The Department of Justice, who demanded they relinquish some of their power and property. They agreed to sell Euclid, and did so to the White Motor Corporation. Euclid suffered somewhat under the White Motor Corporation label, but seemed to recover after being sold to the Hitachi Construction Company Between those two acquisitions, it was passed from Daimler Benz AG, Clark Equipment Company, and Volvo Construction Equipment, with no real changes or direction until it was bought out by Hitachi Construction Company.
There are currently two types of Euclid rigid dumpers available as mining, quarry and construction trucks and are in use in strip mines, quarries, heavy construction sites, and military outposts in the US, Canada, China, Australia, South America, Indonesia, and Africa, though the Euclid name and standard color have been phased out by the Hitachi Construction Company since 2004.
The Hitachi Construction Company slowly took complete control of Euclid, desiring its vehicles to round out their mining vehicle package. After a join venture in 1993 and a complete takeover in 2000, they moved the original facilities from Euclid, Ohio, to Guleph, Ontario, Canada, and rebranded the vehicles. Despite the erasure of the Euclid name, these vehicles are still being made, sold, and used around the world.
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The Marmon Motor Company has ties to several Marmon brands from the span of the late 19th century to the 20th century. Though there is no direct link between them except the name and product, the Marmon Motor Car Company (which produced luxurious cars such as the legendary Marmon 16), Marmon-Herrington (which began by producing military vehicles), Marmon Motor Company, and the current Marmon Group produced premium trucks for over one hundred years. The name was used, repurposed, and passed around from company to company, but always stuck with the commercial vehicle business.
The Marmon Motor Company was around from 1963 to 1997, when it was dissolved. Navistar purchased the construction plant, which is in Garland, Texas, for their Paystar division. While it was around, however, the Marmon Motor Company was known for its handmade, low-production vehicles, which were dubbed “The Rolls-Royces of trucks”. Unfortunately, the quality and unique look of the trucks were not enough to compete with the lack of a national sales network and the more well-known, mass produced truck brands such as Peterbilt, Kenworth, and Freightliner.
The trucks made by Marmon were suited for a variety of tasks — cabovers, as well as trucks with towing and hauling capacities were most common, some of which have been gathered and curated in a collection of photos by enthusiasts such as Wayne Crane and Russ MacNeil. Of course, some owners hired their own mechanics to make parts in order to put the trucks to other uses, such as logging. There are several Marmon vehicles today that are comprised of various other vehicle parts and even specialty parts to suit their owners’ purposes.
Marmon only made around 100 trucks a year, contributing to the hand-made image of their vehicles. Each one was put together using aluminum and fiberglass, materials that made the trucks pretty light on their wheels. Though there are very few Marmon trucks still on the road, there are still so many enthusiasts that a group gets together every year in Texas to show off their finds and swap stories.
The P57 (P as in “Premium”) seems to be a popular model with the fans, some of whom have purchased their own Marmon truck and refurbished, upgraded, or altered the vehicles, which are now considered classic cars. They attend shows throughout North America to meet other fans, see who has which Marmon truck, and get pictures taken of their vehicles, which are then posted online for those not fortunate enough to attend the various festivals and meets.
The Marmon has been used for film (most notably the Transformers franchise), and it has also become popular as a model car kit, including one for the Transformers vehicle, available in pewter. There are several other models available as well, such as the aforementioned 57P, a 110” cabover, and an 86” cabover. There are plenty of fans who may not be able to afford a Marmon or the cost of refurbishing one, but the kits are often less than one hundred dollars, making them a more cost-effective way of showing off a love of all things Marmon.
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Last year, Caterpillar shocked the heavy equipment world by announcing their retirement from the game, even though a year previously in 2015, they had committed to building their own trucks. The CT660, CT680, and CT681 will no longer be produced, though there will be support for those vehicles already being used. The vehicles, sold only through licensed Caterpillar Inc. merchants, will continue to be used on the road until they are no longer capable of being repaired.
The CT660, a class-8 vocational truck, is used for highway trucking and was built using Navistar’s facilities in Garland, Texas. The specifications for this particular vehicle include axles from either Meritor, Dana, or Fabco, fuel tanks with the capacity to carry between 60-120 gallons of fuel at a time, multileaf shackle or slipper type suspension, heat-treated alloy steel frame rails, and Set-Back Axle (SBA) (166 or 122 inch available). It comes with a Cat CT13 diesel, 4-cycle engine (365-475 horsepower), a Cat CX31 Automatic Transmission ( with maximum input speed of 2500 rpm).
Since 2011, Caterpillar has partnered with Navistar to produce its vehicles. The plan in 2015 was to separate from Navistar and set up a manufacturing plant in Victoria, Texas, in order to commit fully to creating their own trucks, which would allow for more control over the designs and specifications. Unfortunately, the move, time, and finances that would have allowed Caterpillar total control were deemed to be too high, and the company has decided to shut the project down.
Ramin Younessi, the Vice President for the Caterpillar Industrial Power Systems Division, stated, “Remaining a viable competitor in this market would require significant additional investment to develop and launch a complete portfolio of trucks, and upon an updated review, we determined there was not a sufficient market opportunity to justify the investment,” which led to the decision to cancel the move to Victoria, Texas, as well as consolidate the number of employees to cut costs, which will happen gradually throughout the next year at least.
If Caterpillar’s history is anything to go by, however, we will still probably see plenty of their class-8 trucks remain on the roads for some time. Caterpillar is known for its rugged, heavy-duty equipment as well as its maintenance and support available to owners and operators, both of which ensure the longevity of Caterpillar’s popular vehicles.
Despite the decision to forego building their own production facilities due to a lack of ability to compete with larger brands who produce more popular class-8 trucks such as Freightliner and Kenworth, Caterpillar will still remain as one of the most reliable producers of other heavy-duty equipment for building and transportation. It remains to be seen, however, whether Caterpillar will find another niche to fill or if it will just stick with what it knows best, which is nothing to sneeze at, since Caterpillar is the largest construction equipment manufacturer in the world, producing vehicles, engines, insurance, and even a clothing line for its loyal customers. Dedicated to environmental concerns, economic developments in developing countries, and innovation will continue to sustain Caterpillar beyond the present day and into the future.
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