A superb oldie is leaving the Assen TT circuit. It was on display for 2 days at the the annual Truckstar Festival. The bonneted L series were built until 1981. It was replaced by the also famous T series. The bonneted Scania is hooked to a prefect matching 1 axled semi. Getting a suitable semi is often even more difficult then buying the tractor. The one on this picture is equipped with an aluminum body work. Step deck semi’s were quite popular in the sixties and seventies of the previous century. Mark the huge difference in height between cab roof and top of the trailer. Spoilers were unknown those days!

Another Scania, this time a just beautiful LB76 day cab. The Swedish registered rigid is hooked to a 1 axled trailer. The imperial, cab ladder and sun visor are original Scania parts. The LB was built only a few years, from 1963 until 1968 when it was replaced by the LB110/140 series. The LB 76 was a reliable truck, though overheating was often a problem. A lot of operators simply dismantled the front grill during summer months. In the winter season it was bolted on again. heating capability was very limited in those days.

Old timer tippers gathered in a quarry are simply magnificent. The often superbly restored trucks are loaded by equally old excavators. Terrain worthiness seems no problem for often 30 -50 year old trucks. This mid sixties Magirus is a fine example. The aircooled “Maggie” (nickname) is screaming loudly, when it’s loaded with about 9 ton sand, starting a hill climb. The Magirus Deutz is a 4 x 2 version, the drive axle is a hubreduction unit. It’s powered by a 6 cylinder, the tipper is 3-way version.

A Czech built Liaz tipper. The 4 x 2 day cab is in excellent condition. Liaz doesn’t exist anymore for a long time. Eastern block trucks were hardly sold in Western Europe. Skoda & Tatra tried it for a while with very limited success. Quality lagged behind, the technique was outdated. A pity so few survived after the fall of the iron curtain. Production continued for a while but the former customers now only wanted western trucks. Luckily some enthusiasts kept some running! This one was on display at an old timer truck show in Wilhelmshaven in August 2009.

A beautiful restored Mercedes tipper combination. Many older drivers recognize this trucks known as “kiesbomber” (gravel bomber). Running with max. 60 km/h on the German Autobahn, no possibilities to overtake.......! Nevertheless a very important truck range for the German transport scene. The sturdy design of cab and chassis, a very reliable drivetrain and and the excellent dealer coverage in Germany helped hauliers to do their daily job in the sixties and seventies of the previous century. Mercedes continued this model for many years in Brazil were it was manufactured as well.

A 6 x 2 Büssing sleeper cab tractor hooked to an elliptical roadtanker. The stainless steel roadtanker is insulated. The roadtanker, as all elliptical tanks, has a full full steel chassis. The axles are a wide spread construction with 20 ton capacity. The Büssing works were locate in Braunsweich. It was founded in 1903 by Heinrich Büssing. It stayed independent till 1971 when it was acquired by M.A.N. The “Burglöwe” (Lion), the Büssing symbol, is still used on the M.A.N. trucks of today. This example was on display on a old-timer meeting in Osnabrück (DE) in autumn 2009.

A Danish registered “King of the road”. The LB141 was owned by Svend E. Rüsager a well known haulage company. This pictures is dating back to 1982 and was made at the Denekamp border crossing in Holland. In those days, the GPRT series were just introduced, the LB’s were very common. Certainly the 141 could compete with the new truck ranges. Yes it’s cab was cramped and ergonomics didn’t reach the levels of the new ones. It’s driveline however was more or less identical with the new ones. When the intercooled versions came the difference became much more clear.  

W. van Maanen is the owner of a wonderfull Magrius Deutz trucks with often matching semi trailers collection. The BE-36-73 is powered by an aircooled V-eight rated 270 hp. It’s empty weight is 6.360, gross vehicle weight is 15.000 kilogram. The semi was allowed at 22.740 kilogram, the complete combination ran just below the international standard of 38 ton. The partly raised roof was typical for Magirus Deutz. Non of it’s main competitors copied the idea. This cab was the last true Magirus Deutz “coe” model before the introduction of the Iveco standard cab.

A public day at the AKV premisses in Bochum. The German crane hire and heavy haulage company showed it’s new equipment in the beginning of the eighties. A spectacular M.A.N. 32.440, powered by a V-ten was one of the major attractions. The M.A.N is equipped with allwheel drive and a torque converter. The cab is the raised version known from the 360 hp F8 model. The V-ten was a joint development with Mercedes. The axles were also a cooperation product between M.A.N. and Mercedes.

A Swedish Volvo G89 rigid on display at the Truckstar Festival 2009. The G version uses the same cab as the F-series. The main difference is the position of the front axle. In some countries, like Sweden and the USA even today, are making use of the so called “bridge formula”. The widened wheelbase kept the truck within the legal limits running at maximum weight. Scania did also manufacturer similar solutions for certain markets. This Volvo is in excellent condition though dating back to the mid seventies of the previous century. A small issue is the added side pipe, a pity it doesn’t belong on a beauty like this.