What makes you think it is "brand-specific"?
What type of commercial vehicle are we talking about?
What's the application?
Just to put the thought in your mind ... In roadracing, there can be a benefit to "anti-ackermann", at least for the few degrees of steering on each side of centered, because the outside wheel when cornering has much more force on it and therefore has a much greater slip angle. "Anti-ackermann" can put the inside wheel in a more favorable (lower) slip angle when the outside wheel has a high slip angle due to the high side forces on it.
But in regular driving, with rather minimal cornering forces, the less the wheels have to slip sideways, the longer the tires will last, so the more accurate the Ackermann matches up with the vehicle's requirements (dependent on wheelbase and track width etc) the better off it will be ... in theory. But any "commercial vehicle" that has tandem axles (or more, on a trailer) is gonna have slip angles at the tandems that are fighting each other in sharp corners. On a trailer with many axles, you can see the side slippage.
Many cars have been built with Ackermann way out of whack. The old "box" GM full-size cars (1977-on) always squealed their tires when cornering, no matter how gently, because of how screwed up the front end geometry was. Lots of people still bought them.
FWIW lots of "commercial vehicle brands" buy their steering axles from the same set of suppliers, and I don't think they tailor the knuckles to the wheelbase ... they just set it to some nominal geometry that'll be okay for (almost) everyone and call it good enough. They are not building sports cars. It's better to just make all the axles the same.
