2013 New Models Class 8

According to Autocar, the hybrid is capable of reducing fuel consumption by 30 to 50%, with typical savings coming in at around 45%. Tom Vatter, vice president-sales & marketing, points out that fuel-economy benefit translates into a savings of up to 4,500 gals. per year for an average refuse application. He adds that with those savings comes an annual carbon dioxide reduction of some 50 tons per truck.

The trademarked Runwise hybrid module, developed by partner-supplier Parker Hannifin, replaces the traditional automatic transmission in the standard refuse model.

Caterpillar

Cat reports that the CT680 will feature a set-forward axle and will be offered in 116- and 122-in. BBC lengths. Engine options for the CT680 will include the CT11 with ratings from 330 to 390 bhp; the CT13 with ratings from 410 to 475 bhp; and the new CT15 with ratings from 435 to 550 bhp.

Cat said a “notable” transmission option for the CT680 will be the Cat CX31 automatic transmission. The CT680 will also offer other transmission options, including Eaton manual and UltraShift Plus vocational automated transmissions.

George Taylor, director & general manager of the Caterpillar Global On-Highway Group, says the CT680 is a key model in the company’s longer-term product development strategy. “The CT680, with a set-forward axle, will offer options and enhancements that many of our customers require for the work they do,” he says.

The Cat CT660, introduced last year, is also offered in 116- and 122-in. BBC lengths. It can be powered by Cat CT11, CT13 and CT15 engines as well. And like the CT680, it offers the Cat CX31 automatic as well as Eaton manual and automated transmissions.

Freightliner

According to David Hames, general manager, marketing & strategy, for Freightliner parent Daimler Trucks North America, the optimized aerodynamic features of the Cascadia Evolution were developed using the OEM’s proprietary wind tunnel, which is the only full-scale, OEM owned and operated wind tunnel for big rigs in North America. In addition, the truck was extensively tested on highways throughout the U.S. and underwent almost 3 million mi. in combined reliability and fuel economy testing.

The Cascadia Evolution incorporates several frontal area updates designed to improve airflow and aerodynamics, including a new air dam, bumper closure and a hood-to-bumper fill. The new model also has an improved windshield seal, elliptical-shaped aerodynamic mirrors, and an integrated antenna. New wheel covers on the rear tandem axles, chassis side fairings, and 20-in. side extenders further contribute to the truck’s efficiency, says Freightliner. Cooling enhancements include a 1,400-sq.-in. radiator, which itself features a revised baffling system, and new radiator mounting design that contributes to improved cooling capacity and increased durability, says the OEM.

Also standard on the Cascadia Evolution is Freightliner’s proprietary Run Smart Predictive Cruise system.

To be available only in the Cascadia Evolution, the newly designed DD15 engine features a proprietary asymmetric turbocharger with a next-generation amplified common rail system (ACRS).

The next-generation ACRS is said to deliver higher injection pressure for better combustion control and a simplified design for optimal regenerations. The enhanced DD15 is more than 100 lbs. lighter than its predecessor and includes an improved fuel filter module with two filters that deliver lower maintenance costs with a 100,000-mi. filter change interval.

The engine also features a variable speed water pump that allows for lower impeller speeds, resulting in less parasitic load; improved DDEC electronics for better engine and aftertreatment system management; and an optimized piston design for less friction and oil consumption. Adding to the performance of the Cascadia Evolution, the DD15’s BlueTec emissions technology 1-Box package has been optimized to decrease size, weight and complexity.

The Detroit Virtual Technician system will come standard on the Cascadia Evolution. Freightliner says the system helps reduce downtime and decrease maintenance costs by providing real-time engine diagnostics.

An automated mechanical transmission has also been announced by the OEM. Based on a second-generation automated mechanical unit currently sold by Daimler in Europe, the new Detroit transmission will initially be offered in Freightliners mated to a Detroit DD15 diesel. U.S. production is scheduled to begin in 2013. The transmission is a two-pedal 12-spd. unit that uses electronics to control shifts and clutch actuation. It will be available in both direct and overdrive versions and will initially be limited to on-highway applications.

International

Navistar International Corp.’s newest Class 8 model is the International LoadStar, a low-cab-forward work truck aimed at severe-duty applications. The OEM states that the LoadStar was “designed from the ground up with input from drivers and fleet managers” and is targeted at applications including waste, concrete pumping, and airplane-refueling.

In addition, the cab interior was ergonomically designed and the OEM’s Diamond Logic capabilities “provide seamless body integration for increased safety and ease of operation in specific applications,” notes the OEM. The Load- Star will come with an integrated powertrain that includes Navistar MaxxForce engines featuring CleanBurn emissions technology or optional natural gas engines, due out next year.

Featuring a standard tilt/telescoping steering column and 10 in. fore/aft and 6.5-in. up/down seat travel, Load- Star’s settings “provide for unprecedented belly room.” In addition, a wide 90-deg. door opening and 18-in. first step height provide drivers with maximum comfort. Boasting superior driver visibility and up to 40 deg. wheel cuts, according to Navistar, the LoadStar “delivers excellent maneuverability.”

The truck is available with diesel-powered 10, 11 or 13L MaxxForce engines with the Cummins Westport ISL G compressed natural gas engine becoming an option in spring 2013.

LoadStar will be available for ordering this October and will reach full production in January 2013, the OEM notes.

Navistar has also introduced OnCommand Connection, a vehicle-support program that provides visibility to important vehicle information while a truck is on the road.

Kenworth

“The T680’s 2.1-meter cab is where we think the majority of the market is going to go; it’s a cab that can be for team drivers or for solo drivers,” adds Preston Feight, Kenworth’s assistant general manager-sales & marketing.

But the T680 is much more than a Kenworth with a different size cab. Four years in the making, the truck aims to address several critical demands of truck fleets that the OEM identified, specifically the need for better fuel economy and cab interiors better designed to enhance driver productivity and comfort.

According to Feight, the T680 is 10% more aerodynamic than the KW T660 and that improvement translates into 5% better fuel economy. The T680 is targeted at linehaul, P&D and regional-freight applications and can be configured with a newly designed 76-in. sleeper or as a day cab. Standard power is the 12.9L Paccar MX diesel available with a horsepower range of 380 to 485 and torque up to 1,750 lbs.-ft. The Cummins ISX15 engine is optional.

Feight says the Kenworth T680’s cab is 83-in. wide and provides 23 in. of room between the seats for excellent sleeper ingress and egress. He adds that the stand-up height in the cab and sleeper is designed so a person well over 6-ft. tall can move readily in and out of the seats with ample headroom.

The truck’s interior offers 65% more storage capacity, a 50% larger windshield, 40% less interior noise, and 30% larger door openings than previous models.

Through customer validation, Feight notes, the T680’s instrument panel is laid out with an integrated, sweeping “keyboard” surface that mimics the shape of the driver’s “reach zone.” New toggle switches have a large surface for easy activation and operation.

Kenworth also reduced the wraparound and placed the most often used switches closer to the driver; “highly critical” switches are positioned further away to prevent accidental activation or deactivation of truck functions.

A key feature of the T680 sleeper is an optional rotating passenger seat and dining table, which allows for a more segmented work and rest space for drivers. The cab also features all-LED interior lighting, including dome lamps, reading lamps and sleeper lighting, plus an ambient light in the sleeper and one in the header to create a gentle “wash of light” on the instrument panel and center console.

In other news, Kenworth will be offering the Cummins Westport ISX12 G natural gas engine for powering trucks in regional-haul, vocational and refuse applications.

Mack

Mack Trucks has unleashed its Mack Pedigree (signifying all-Mack componentry) Super Econodyne integrated powertrain and Pedigree Uptime Protection integrated service and support package.

Aimed at dry van, reefer, liquid and dry bulk hauling and flatbed operations, the Super Econodyne is available on all Mack Pinnacle Class 8 models. With the addition of the Super Econodyne, rated up to 88,000 lbs. GCWR, notes Mack, “the aerodynamic Pinnacle offers even greater operating benefits while maintaining driver satisfaction.”

The Mack MP8-445SE produces 445 hp. and up to 1,760 lbs.-ft. of torque. The C125 axles have a 2.66:1 ratio.All powertrain components communicate with each other via Mack software.

“We’ve designed a completely integrated system to run efficiently at 450 rpm above idle speed when before it was 700 to 800 rpm above idle speed,” says David McKenna, Mack director of powertrain sales. “The engine seamlessly communicates with the transmission, which seamlessly communicates with the vehicle, resulting in instantaneous decisions. Add the Mack C125 drive axle, and we’re talking about fuel-efficiency benefits never before realized in a powertrain system.”

According to McKenna, contributing to the fuel-efficiency improvement is the Super Econodyne’s “down speed” feature. He says the Super Econodyne is engineered to down speed more than 200 rpm at a highway speed of 65 mph, cruising at 1,160 rpm vs. 1,380 rpm. Furthermore, he says, this reduces fuel consumption by up to 2% compared with previous engine models and provides a corresponding reduction in CO2 emissions. In addition, the proprietary C125 drive axle is credited with delivering an additional 1.5% fueleconomy improvement.

The Mack mDrive transmission is also key to the fuel efficiency delivered with the Super Econodyne powertrain package. The 12-spd. automated manual has no clutch pedal, and the gearshift is operated by an intelligent shift pad module and managed by sophisticated electronics. McKenna points out that the mDrive continuously monitors changes in grade (both up and down), vehicle speed, throttle position, acceleration, torque demand, and combined vehicle weight.

Jerry Warmkessel, Mack highway marketing manager, says the OEM has introduced various in-cab enhancements to the Mack Pinnacle model to increase driver comfort and safety. These include a center console between the seats in conventional cabs that allows space for auxiliary controls and storage; ambient floor lighting that provides “subtle indirect lighting” for locating stored or dropped objects; an “intuitive” window-lift switch that offers the “automatic down” feature found in many passenger cars; a dead pedal for the driver’s left foot; a self-canceling turn signal switch; and a remote HVAC blower motor switch that is now located in the dash on sleeper models, which allows the driver to warm or cool the sleeper from the driver’s seat prior to stopping.

Pedigree Uptime Protection is an integrated package of aftermarket solutions with three components: Bulldog Service Management, Bulldog Parts Purchasing and Bulldog Asset Protection.

Mack has also announced it will expand its natural gaspowered truck offerings to its on-highway Pinnacle and Granite vocational models in 2013. Both offerings will be powered by the Cummins Westport ISX12 G engine. The OEM notes it already offers natural gas-powered TerraPro low-entry and TerraPro cabover refuse-truck models.

Like the TerraPro models, the natural gas-powered Pinnacle and Granite trucks will have a maintenance-free aftertreatment system and require only a three-way catalyst to meet EPA 2010 and CARB emissions standards. Mack states this sets “a new benchmark for lower alternative fuel vehicle lifecycle costs and improves customers’ return on investment.” The company points out that its natural gaspowered trucks are available with either compressed or liquefied natural gas.

Peterbilt

Bill Kozek, Peterbilt general manager, says the Model 579 represents “five years of effort guided by the desire to set new standards for quality and reliability.”

Chief engineer Landon Sproull points out that aerodynamic performance is enhanced through modular aero packages that meet EPA’s SmartWay designation. He says the aero packages are also designed to meet “customer-optimized requirements” with variable length chassis fairings, sleeper extenders and rubber flares, under-cab closeouts, and underfairing skirts.

The aerodynamic bumper is a three-piece design so individual sections can be replaced if they are damaged to improve serviceability and reduce costs. The bumper is available with a molded-in-color finish that eliminates cosmetic issues if it is scratched or damaged and a painted finish that is durable and can be matched to any color.

The aero hood also has a three-piece design that was developed to be lightweight, durable and easy to service. It features the company’s most efficient tilt-assist system, whichreduces lift effort to 25 lbs. Supports that direct energy around the cooling module are also incorporated into the hood-pivot system and are designed to minimize damage in the event of certain types of accidents, such as impact with an animal, to help allow the operator to drive the truck to a safe location for repairs.

The cab structure design features greater strength and enhanced safety, Sproull points out. The 2.1-meter-wide aluminum cab is intended to be strong, solid and lightweight. Both cab and sleeper are tested to SAE and ECE crashworthiness standards.

The interior of the Model 579 is “designed around the driver,” says Sproull, “and when it is time to rest and relax, the [detachable] sleeper is loaded with practical luxuries that include ample storage and an integrated entertainment center that can accommodate a 22-in. flat panel television.” According to Sproull, the large entryway between the cab and sleeper has the roominess and accessibility that one expects from an integrated sleeper; however, as part of the Peterbilt Unibilt family, it is fully detachable for enhanced resale value and increased versatility in second- and third-life operations, he notes.

The dash is constructed from a soft, durable material and has an integrated tray for convenient storage of often used items. The main instrumentation panel, Sproull says, has easy-to-read gauges that are completely visible through the steering wheel, as is the color 5-in. driver information display, which provides a new engine-rpm, sweet-spot indicator to help drivers maximize fuel economy and the capability to display virtual gauges. The secondary gauge display area can accommodate six optional gauges or Peterbilt’s SmartNav driver infotainment center.

The standard steering column can be adjusted simultaneously for both tilt and telescoping through a column-mounted lever. Two new steering wheels are available: an 18-in., fourspoke, soft-touch standard wheel and the leather-wrapped premium wheel, with integrated audio and cruise control buttons.

The dash shell, kick panels and steering column shroud are made from molded-in-color parts to maintain cosmetic integrity and attractiveness. The platinum-level interior includes a passenger-side work surface above the glove box for paperwork and other tasks. Two cab trim levels are available for the 579: the platinum has wood grain highlights throughout the cab and sleeper, and the prestige is designed to provide an optimal balance between comfort and functionality.

Electrical system integrity was a main focus during the development of the 579. The result is a new system that includes innovative protection and routing design elements, Sproull explains. Electrical system enhancements include angled dress covers that reduce pin tension and provide additional protection to connections and routing troughs. Sproull says the cab electrical and air connections, air intake filter, A/C service ports, and fresh-air filter are mounted to the firewall for easy access.

The Bendix ESP (electronic stability program), a fullstability system with automatic traction control, is a key standard feature of the new Pete and the majority of the OEM’s Class 8 models.

Peterbilt has also announced that its Model 382, which is aimed at regional-haul and vocational applications, can now be ordered with the Cummins Westport ISL G 8.9L heavy-duty engine for fueling by either compressed or liquefied natural gas.

Volvo

The factory-installed natural gas option on VNM day cab models is the 9L Cummins Westport ISL G engine, which produces 320 hp. and 1,000 lbs.-ft. of torque. It can be run on either compressed natural gas (CNG) or liquefied natural gas (LNG). The heavy-duty engine features “maintenancefree aftertreatment, requiring only a three-way catalyst to meet EPA 2010 emissions standards,” the OEM notes. According to Volvo, the natural gas-powered VNM, which has a 113-in. BBC and is rated up to 66,000 lbs. GCWR, is ideal for port drayage, P&D, grocery and beverage applications, “or any private fleet concerned about carbon dioxide emissions.”

Also now available with natural gas power is the Volvo VNL day cab model. The OEM says the VNL day cab “offers customers a larger—123- in. BBC and is rated up to 80,000 lbs. GCWR—and more robust spec than the natural gas-powered VNM day cab.”

“The addition of the Volvo natural gas-powered VNL day cab is just the most recent example of our longstanding commitment to offering products that positively impact the ROI of our customers,” notes Ron Huibers, president, Volvo Trucks North American sales & marketing.

The natural gas VNL model is powered by a 12L Cummins Westport ISX12 G that produces 400 hp. and 1,450 lbs.-ft. of torque. Like the Cummins Westport engine in the VNM, this powerplant can be fueled by either CNG or LNG. This heavy-duty engine also requires only a three-way catalyst to meet EPA 2010 emissions standards.

The OEM points out it is currently operating natural gaspowered VNL demonstrator trucks. Production of trucks with the natural gas engine is set to begin with the commercial availability of the 12L engine from Cummins Westport, which is expected in early 2013.

Volvo will introduce its own 13L LNG-fueled engine in 2014. According to Huibers, the Volvo LNG engine will deploy advanced high-pressure diesel ignition technology— using trace amounts of diesel to ignite the natural gas—to provide a 30% fuel-efficiency improvement compared with spark-ignition engines, “making it a viable alternative for demanding long-haul applications.” He also says the LNG engine will cut greenhouse gas emissions by about 20% compared with current diesel products.

Huibers notes that even with the rollout of its own natural gas engine, Volvo will offer Cummins and Cummins Westport compressed natural gas engines as well in the years ahead.

Dubbed XE13 and XE16 (“exceptional efficiency”), the new powertrain packages feature what Volvo calls “down speeding” to maximize fuel efficiency. The XE13 package is aimed at fleets that spend “considerable time” cruising at highway speeds and is rated up to 80,000 lbs. Two XE16 packages are available. The first, a heavy-spec XE16 package rated for combination weights up to 143,000 lbs., was designed specifically for the heavy long combination vehicle (LCV) market. The second XE16 package “combines exceptional fuel efficiency with outstanding performance” for five-axle tractor-semitrailer combinations up to 80,000 lbs.

The combination of the OEM’s I-Shift automated manual transmission and a D13 engine with modified software allows the XE13 package to enable the engine to cruise at just 1,150 rpm at 65 mph—about 200 rpm less than the average truck sold today. The XE13 package is available in 425- and 455-hp. ratings.

“Historically, we’ve seen a slow progression toward a lower ‘sweet spot,’ with the 1,300 to 1,500 rpm range as the current industry standard,” says Ed Saxman, product manager– powertrain. “The engine with the XE13 package has a sweet spot of 1,050 to 1,500 rpm. Customers gain about a 1.5% improvement in fuel efficiency for every 100 rpm of down speeding, so fleets that spec XE13 can expect up to a 3% improvement when compared to another overdrive transmission in a similar operation.

“The XE16 packages down speed the engine at cruising speeds by 200 rpm or more than traditional specs,” he continues. “Each package utilizes a new D16 engine rating of 500 hp. and 2,050 lbs.-ft. of torque, Volvo I-Shift transmission, specialized axle ratios, specific tire sizes, and proprietary software that facilitates seamless communication among Volvo’s integrated powertrain components.”

Volvo also announced the launch of its telematics-based Remote Diagnostics aftermarket service, which will come standard on all Volvo-powered VN model highway trucks. “Remote Diagnostics maximizes vehicle uptime by reaching far beyond proactive diagnostics to deliver total connectivity among the vehicle, Volvo and the decision-makers responsible for maintenance,” says Stephen Roy, senior vice president of aftermarket and soft products.

Western Star

Western Star Trucks has added a tractor version of its 4700 model. The tractor version is aimed at bulk haul, local delivery and construction applications. The 4700 truck version is focused on six vocational segments.

Available in set-forward and set-back day cab configurations, the 4700 tractor incorporates a high visibility hood and a wide variety of fifth wheel and wheelbase selections. According to the OEM, the 4700 tractor also features one of the broadest power range offerings in a single truck model. These include Cummins ISC and ISL engines and the Detroit DD13. Power ratings range from 260 to 470 hp.

The DD13 features a 6-cyl., in-line configuration with 350 to 470 hp. and 1,250 to 1,650 lbs.-ft. of torque. It uses Daimler’s BlueTec selective catalytic reduction emissions technology and an amplified common rail system to offer up to 5% in fuel economy savings, the company says.

For customers who don’t need the power of a 13L, the Cummins ISC and ISL are offered as choices. The ISC features 260 to 350 hp. and 1,000 lbs.-ft. of torque, while the ISL is slightly more powerful, providing 345 to 380 hp. and 1,100 to 1,300 lbs.-ft. of torque. Both use SCR technology.

Transmission choices for the 4700 tractor include Allison automatic as well as Eaton manual and Eaton UltraShift Plus automated manual transmissions. All 4700 models feature cabs made of galvannealed steel that is precision-welded and then dipped in a proprietary 17-stage e-coat process for long-lasting protection against corrosion. Driver sight lines are aided by a newly designed sloped hood.

Inside the cab, the 4700 boasts easier-to-clean materials and lighter headliner colors to make the 72-in.-wide cab look brighter. Marine-grade switches and a hinged dash with exposed fasteners for serviceability are included as is added storage in the door.

In addition to the new tractor, Western Star announced new options for the 4700 product line. The OEM says several new lift axle solutions from Hendrickson and Watson Chalin increase the customization options for vocational applications. A Chalmers rubber spring suspension is also being offered. New roof fairings and side extenders designed to help improve aerodynamic performance to maximize fuel efficiency are available on 4700 models.

Western Star has also rolled out a new auto hauler package that is available in a 123- or 132-in. BBC configuration and as day cab or in multiple sleeper sizes of 40, 54, or 68 in. Designed for long-haul car transporters, the package features specialized front and rear suspensions combined with a lower cab-mounting system. The OEM says these features provide a low 101.4-in. cab-to-ground height without third-party modifications to the Western Star cab roof.

The auto hauler package is equipped with the Cummins ISX15 engine featuring selective catalytic reduction (SCR) emissions technology in power ratings that range from 400 to 600 hp. and up to 2,050 lbs.-ft. of torque.

Western Star’s new fuel efficiency (FE) package for the 4900 SB model features a 123-in. BBC. The 4900SB FE package includes an aerodynamic, high visibility hood; chrome wraparound bumper; underhood air cleaner; and horizontal or back-of-sleeper exhaust. In addition to the 4900SB FE package, liquid and dry bulk customers can customize their Western Star without the sleeper cap and flared side extenders, further increasing aerodynamics and fuel efficiency. The FE package can be ordered with a Detroit DD13 or DD15 engine or with a Cummins ISX.

New lightweight spec options on Western Star models

include various sizes of fuel and diesel exhaust fluid tanks to optimize fuel tank size, aluminum clutch housings, air tanks, fifth wheels, and front drop castings. There is also an air-ride front suspension option with tubular axle.