Learn how to drive a truck by playing Truckers of Europe 3 by Wanda Software featuring a challenging driving experience and the most accurate truck physics. With the help of this truck simulator, experience driving actual trucks. From Europe, see various cities in an open world. You can earn money, buy new trailers and trucks, choose your job, and deliver stuff.
Next to that is the hazard indicator. We presume that you are familiar enough with blinking lights on vehicles that need to stop in rather peculiar spots on the road or want more visibility during heavy rains and other weather circumstances that create lower visibility. The next icon is the drop axle icon, which is likely an unfamiliar one and is only usable for select trucks. The drop axle basically gives drivers the option to lower down the axle, enabling lower chassis and better performance considering stability, power, and even braking speeds.
Another rather unfamiliar feature in Truckers of Europe 3 is the Power Mode and most beginners will probably wonder about what it actually does. Power mode increases the truck power but does not have any effects on its speed. Rather, what it does is it makes the truck run better when having heavier loads.
Related to the Power Mode is the Differential Lock, which is a common truck feature that lets you lock the rear axles in the sense that all wheels will spin along with it. Though this is more commonly applicable in instances where uneven terrain can leave you stuck or yield lower grip given in case the rear tires do not touch the ground, keeping the differential lock on and having all the wheels rotating yields much better grip and makes uphill drives a little easier.
It is certainly very different driving just the truck without its trailer but getting accustomed to all the basics, including a little immersion on the features we discussed earlier, can go a long way. Acceleration and braking will be very much different too but at least having a solid enough idea of steering sensitivity and how basic maneuvering should go will help you perform better on the job you will take.
However, considering the amount of assets that load up especially when you travel from one garage to another, the cache buildup created can certainly make it difficult for most mobile devices. With this, we suggest primarily going for the minimum settings first and then work your way up to better quality gradually if you make it through one trip without any hassles.
Sometimes, it becomes necessary for us to remind ourselves that Truckers of Europe 3 is not a racing game and there are important differences between driving simulation and racing games. Driving on the roads and highways alone can pose its own set of challenges in Truckers of Europe 3. Roads are hardly ever straight and navigating a truck with a trailer is folds more challenging than the usual car most players get to drive in other games.
Although we have already recommended that you should do some practice driving before you accept your first job, you should also consider the initial set of jobs you take as part of the training. As such, driving slowest on your first job and slowly increasing general speeds on latter missions is also recommended. It will certainly take time and practice to fully master driving trucks especially with varying weights and conditions that apply. After all, Truckers of Europe 3 is a game of patience as much as it is a game of precision, so going slow is not really that far from what you would expect.
The initial set of driving jobs in Truckers of Europe 3 can offer a variety of experiences especially considering that you are not likely to take on the exact same route twice with your first truck. One of the goals to keep in mind is to be able to amass enough cash to purchase new and better trucks. There may currently be less than 10 trucks to choose from in the game but the amount of customizations you can do on each one, expands the possibility of owning a unique truck that nobody else has.
Customizations bring about a nice sense of accomplishment as you get to drive the truck of your dreams. There are ways to change the color of the truck as well as some of its physical features. Beyond visual appeal, though, some customizations available can also improve its performance. The chassis, for example, can be swapped in for designs that add more power and stability for the truck, especially considering ones with the drop axle option. Skin and chassis options, like front panel styles are purely cosmetics.
Truckers of Europe 3 certainly offers more than just this and the initial truck you get to drive. To get there, though, adhering to the basic concepts and strategies we presented leads you to do so at a faster and more efficient pace. As you earn more cash and afford better trucks, all these same principles will apply plus you will also learn to be able to accomplish feats more easily especially with more time and patience dedicated to accomplishing more jobs.
The default interior cameras look slightly downwards to make the truck dashboard more visible. While that works well for normal monitor, it looks wrong on side views of multi monitor setup. For that reason it is recommended to set g_interior_camera_zero_pitch to 1 before launching the game to disable this feature without need to modify game data.
A semi-trailer truck, also known as a semitruck, (or semi, eighteen-wheeler, big rig, tractor-trailer or, by synecdoche, a semitrailer)[a] is the combination of a tractor unit and one or more semi-trailers to carry freight. A semi-trailer attaches to the tractor with a type of hitch called a fifth wheel.
The noticeable difference between tractor units in Europe and North America is that almost all European models are cab over engine (called "forward control" in the UK), while the majority of North American trucks are "conventional" (called "normal control" or "bonneted" in the UK). European trucks, whether straight trucks or fully articulated, have a sheer face on the front. This allows shorter trucks with longer trailers (with larger freight capacity) within the legal maximum total length. Furthermore, it offers greater maneuverability in confined areas, a more balanced weight-distribution, and better overall view for the driver. The major disadvantage is that for repairs on COE trucks, the entire cab has to hinge forward to allow maintenance access.
In Europe, usually only the driven tractor axle has dual wheels, while single wheels are used for every other axle on the tractor and the trailer. The most common combination used in Europe is a semi tractor with two axles and a cargo trailer with three axles, one of which is sometimes a lift axle, giving 5 axles and 12 wheels in total. This format is now common across Europe as it is able to meet the EU maximum weight limit of 40,000 kg (88,000 pounds) without overloading any axle. Individual countries have raised their own weight limit. The U.K., for example, has a 44,000 kg (97,000 pounds) limit, an increase achieved by adding an extra axle to the tractor, usually in the form of a middle unpowered lifting axle (midlift) with a total of 14 wheels. The lift axles used on both tractors and trailers allow the trucks to remain legal when fully loaded (as weight per axle remains within the legal limits); on the other hand, these axle set(s) can be raised off the roadway for increased maneuverability or for reduced fuel consumption and tire wear when carrying lighter loads. Although lift axles usually operate automatically, they can be lowered manually even while carrying light loads, in order to remain within legal (safe) limits when, for example, navigating back-road bridges with severely restricted axle loads. For greater detail, see the United Kingdom section, below.
When using a dolly, which generally has to be equipped with lights and a license plate, rigid trucks can be used to pull semi-trailers. The dolly is equipped with a fifth wheel to which the trailer is coupled. Because the dolly attaches to a pintle hitch on the truck, maneuvering a trailer hooked to a dolly is different from maneuvering a fifth wheel trailer. Backing the vehicle requires the same technique as backing an ordinary truck/full trailer combination, though the dolly/semi setup is probably longer, thus requiring more space for maneuvering. The tractor/semi-trailer configuration is rarely used on timber trucks since they use the two major advantages of having the weight of the load on the drive wheels, and the loader crane used to lift the logs from the ground can be mounted on the rear of the truck behind the load, allowing a short (lightweight) crane to reach both ends of the vehicle without uncoupling. Also, construction trucks are more often seen in a rigid + midaxle trailer configuration instead of the tractor/semi-trailer setup.
The maximum overall length in the EU and EEA member states was 18.75 m (61.5 ft) with a maximum weight of 40 or 44 tonnes (39.4 or 43.3 long tons; 44.1 or 48.5 short tons) if carrying an ISO container. However, rules limiting the semi-trailers to 16.5 m (54 ft) and 18.75 m are met with trucks carrying a standardized 7.82 m (26 ft) body with one additional 7.82 m body on tow as a trailer. 25.25-metre (83 ft) truck combinations were developed under the branding of EcoCombi which influenced the name of EuroCombi for an ongoing standardization effort where such truck combinations shall be legal to operate in all jurisdictions of the European Economic Area. With the 50% increase in cargo weight, the fuel efficiency increases with an average of 20% with a corresponding relative decrease in carbon emissions and with the added benefit of one third fewer trucks on the road. The 1996 EU regulation defines a Europe Module System (EMS) as it was implemented in Sweden. The wording of EMS combinations and EuroCombi are now used interchangeably to point to truck combinations as specified in the EU document; however, apart from Sweden and Finland, the EuroCombi is only allowed to operate on specific roads in other EU member states. Since 1996 Sweden and Finland formally won a final exemption from the European Economic Area rules with 60 tonne and 25.25-metre (83 ft) combinations. From 2006, 25.25 m truck trailer combinations are to be allowed on restricted routes within Germany, following a similar (on-going) trial in The Netherlands. Similarly, Denmark has allowed 25.25 m combinations on select routes. These vehicles will run a 60-tonne (59.1-long-ton; 66.1-short-ton) weight limit. Two types are to be used: 1) a 26-tonne truck pulling a dolly and semi-trailer, or 2) an articulated tractor unit pulling a B-double, member states gained the ability to adopt the same rules. In Italy the maximum permitted weight (unless exceptional transport is authorized) is 44 tonnes for any kind of combination with five axles or more. Czech Republic has allowed 25.25 m combinations with a permission for a selected route. 2b1af7f3a8