Is that a restored lorry? It looks well-polished, and it is unusual to see a French letter on a working vehicle.
I reckon that long cab was a factory option, like a special order or something similar. It looks too good to be an aftermarket conversion. The styling details are the same as the “standard” LB76 BeGe cab- the skirts behind the front axle, for example. Plus, the roof looks as if it was pressed in one piece, as if they had different-length inserts for the roof tool. Of course, it could be a cut, shut and fill-the-joint job and I may be wrong.
Looks Dutch registered and guessing Dutch built sleeper ?
have been looking at the last one long now.i,llvthink it,s a normal sleepercab.it looks longer couse the cornerwindows in the back is awey,and the colouring in to sections make it looking longer,hej benkku
LB76:
0
I know what he is thinking, “one day I’ll get that running again”
Trev_H:
LB76:
0I know what he is thinking, “one day I’ll get that running again”
where can i hyde it so wife not sees it
bma.finland:
Trev_H:
LB76:
I know what he is thinking, “one day I’ll get that running again”
where can i hyde it so wife not sees it
Hahahaha. Excellent!
I’ll put the following here, since the talk about LB76 cabs seems to have migrated into this thread:
The left one is the normal “production” sleeper; the others are the “long” ones posted previously. They look longer to me. They look like BeGe jobs too, rather than one-offs.
couse never seen here, could bee that bege in NL did a own model for european market ,
by the way bewick,s80/81 looks like factory work to,never seen a single one in finland,but if i didn,t know they could have fooled my 
tink a normal sleeper whitout cornerwindous.the roof is fiberglass just put on as a roofspoiler. tuborg jimmic
bma.finland:
tink a normal sleeper whitout cornerwindous.the roof is fiberglass just put on as a roofspoiler. tuborg jimmic
I agree. There is not much skirt behind the bottom step, similar to the green one with the Scania Vabis logo on the door. The red one is definitely longer; the blue/white one may be of the same type. If these long cabs have never been seen in the North, the theory that BeGe’s Dutch factory may have built them is the best explanation. Hopefully, we will see some more.
Back on the vexed subject of gearlevers, I think we are all agreed that all 10 speed LB76’s had two. Mr. Lindh appears to have made a mistake, when he said that the air switch splitter was introduced in 1964, unless he was referring to bonnetted L76 series lorries only. I can’t imagine that, if an air-operated splitter was available on the L76, the manufacturer would go to the trouble of designing a mechanical linkage for the cabover version. Therefore, I assume that the bonnetted vehicles were two-stick as well. The restored high-roof example on the other thread has only one, though- maybe this was a 5 speed? 
[zb]
anorak:bma.finland:
tink a normal sleeper whitout cornerwindous.the roof is fiberglass just put on as a roofspoiler. tuborg jimmicI agree. There is not much skirt behind the bottom step, similar to the green one with the Scania Vabis logo on the door. The red one is definitely longer; the blue/white one may be of the same type. If these long cabs have never been seen in the North, the theory that BeGe’s Dutch factory may have built them is the best explanation. Hopefully, we will see some more.
Back on the vexed subject of gearlevers, I think we are all agreed that all 10 speed LB76’s had two. Mr. Lindh appears to have made a mistake, when he said that the air switch splitter was introduced in 1964, unless he was referring to bonnetted L76 series lorries only. I can’t imagine that, if an air-operated splitter was available on the L76, the manufacturer would go to the trouble of designing a mechanical linkage for the cabover version. Therefore, I assume that the bonnetted vehicles were two-stick as well. The restored high-roof example on the other thread has only one, though- maybe this was a 5 speed?
have on old book for garageworks, and it mention twospeed axels to all modells L36 L55/56 L66 waht is a L76 motor whit the7.8l and L75/76 LB76 ,only the year,s avalebul are not mentioned.but could still bee that the splitter was lansed 64 and 76 in 63.means it,s a very small number of the motors whit this spec,so they in a way are not “notified” in historic 
bma.finland:
have on old book for garageworks, and it mention twospeed axels to all modells L36 L55/56 L66 waht is a L76 motor whit the7.8l and L75/76 LB76 ,only the year,s avalebul are not mentioned.but could still bee that the splitter was lansed 64 and 76 in 63.means it,s a very small number of the motors whit this spec,so they in a way are not “notified” in historic
Lindh’s book seems to make sense on this. It says that all models in the L75 series were “equipped with the G660 five-speed gearbox and with the option of the new T2 two-speed, synchromesh auxiliary box…” Moving on to the L76 series, it says, “The trucks were available with the T2 auxiliary box until April 1964.” Then, “a new five-speed gearbox (G600/G601) was introduced in April 1964… this was the main element in the G670/G671 splitter unit…” It then mentions the questionable pneumatic operation of the splitter which, I think we are agreed, did not come into the picture until the L110/LB110 models. It seems that all 10/11 litre vehicles had the splitter/auxiliary box on the gearbox, whereas the 5, 7 and 8 litre engines used a two-speed axle, if they had 10 gears. Maybe the T2 and later G670 splitter boxes were, for some reason, not compatible with the smaller engines?
On the subject of two-stick LB110’s, Lindh says, “In September 1968, operation of the planetary unit was transferred to a small button on the main gearlever…” The Commercial Motor article I found implies that the first LB110s with right-hand drive were delivered in July 1968, and the article mentions that the splitter was operated by a switch on the stick, although it says that the switch was difficult to operate and that later vehicles would have it nearer the top of the lever. It seems that the LHD LB110 had two sticks until September, but RHD markets had the switch from July; there were no RHD two-stick LB110’s.
I knew there was a reason why I chose this username
[zb]
anorak:bma.finland:
have on old book for garageworks, and it mention twospeed axels to all modells L36 L55/56 L66 waht is a L76 motor whit the7.8l and L75/76 LB76 ,only the year,s avalebul are not mentioned.but could still bee that the splitter was lansed 64 and 76 in 63.means it,s a very small number of the motors whit this spec,so they in a way are not “notified” in historicLindh’s book seems to make sense on this. It says that all models in the L75 series were “equipped with the G660 five-speed gearbox and with the option of the new T2 two-speed, synchromesh auxiliary box…” Moving on to the L76 series, it says, “The trucks were available with the T2 auxiliary box until April 1964.” Then, “a new five-speed gearbox (G600/G601) was introduced in April 1964… this was the main element in the G670/G671 splitter unit…” It then mentions the questionable pneumatic operation of the splitter which, I think we are agreed, did not come into the picture until the L110/LB110 models. It seems that all 10/11 litre vehicles had the splitter/auxiliary box on the gearbox, whereas the 5, 7 and 8 litre engines used a two-speed axle, if they had 10 gears. Maybe the T2 and later G670 splitter boxes were, for some reason, not compatible with the smaller engines?
On the subject of two-stick LB110’s, Lindh says, “In September 1968, operation of the planetary unit was transferred to a small button on the main gearlever…” The Commercial Motor article I found implies that the first LB110s with right-hand drive were delivered in July 1968, and the article mentions that the splitter was operated by a switch on the stick, although it says that the switch was difficult to operate and that later vehicles would have it nearer the top of the lever. It seems that the LHD LB110 had two sticks until September, but RHD markets had the switch from July; there were no RHD two-stick LB110’s.
I knew there was a reason why I chose this username
ookkidoo have even tryed to get a figer of it all, and what you wright is shorely right ,the old 63 bonneted had the twospeed gearbox separat from mainbox,the 67 i had they was together and i.ll don,t argue about axles couse never seen one, but explains the differens in gearchanger,solved.MATE we are GOOD,and twinwheel airsuspension tag to h range 3 series came 93,hej benkku
LB76:
0
I know what Im thinking. Wish it was in my back garden !!! 
You and me both then !
I do as [zb] anorak did… put the following here, since the talk about LB76 cabs seems to have migrated into this thread.
It looks like the most common sleeper cab type on LB/LBS 76 was named “S-V 2100”, which is the length of the cab in millimetres. It´s very hard to find any facts about those cabs, especially how many different models they made. The day cab is easier, it came only with one measure of length, 1700 mm.
Here´s a brochure of a typical Swedish long-distance lorry with a sleeper cab from 1966 for transports outside Sweden. About the interior of the cab it looks like there never was a passenger seat in the sleeper cabs, instead there was a “sofa” (?) with an upper bunk that was used as support for the back when it was lowered.
/Stellan
A nice looking outfit Stellan!
In Sweden we had no restrictions concerning the length of vehicles at that time, but it was not often they were more than 35 meters. Car/lorry transporters were mostly semitrailers plus a lorry trailer, I think the 24 meter restriction came when we changed from left-hand traffic to driving on the right side of the road in 1967.
On this close-up view the plush fabric shows better, and that there was no passenger seat.
/Stellan