This is Part 2 of series on automatic transmission. Read Part 1.
OEMs have found that keeping the powertrain in the family provides a multitude of benefits, chief among them a shared vision and power structure. Keeping all the engineering internal also allows for a more perfect union between chassis and the powertrain.
Daimler said it’s also the key to unlocking every bit of performance and efficiency through the OEM’s software. By spec’ing a powertrain made up of the DT12, a Detroit engine and Detroit axles, along with the Intelligent Powertrain Management (IPM) software and Detroit Connect Telematics, a Cascadia owner can optimize fuel efficiency and uptime, Daimler said.
The IPM, a standard feature of the DT12, comes with preloaded terrain maps and GPS, giving the engine and transmission advance notice of a route up to a mile ahead of time.
“When you have a fully integrated powertrain, including advanced driver assistance systems like the Detroit Assurance 5.0 suite of safety systems, the truck operates safer and more efficiently with an AMT,” said Kelly Gedert, director of product marketing for Freightliner and Detroit.
That safety argument can be just as persuasive as drivability in luring drivers to your fleet.
“The changing demographics of drivers have caused many fleets to prioritize components and technology that assist in driver training, recruitment and retention,” Gedert noted.
Barraclough noted in 2016 to Fleet Owner the importance of data sharing between Mack’s engine and transmission.
“That allows the mDrive to continuously monitor changes in grade—both up and down—as well as vehicle speed, throttle position, acceleration, torque demand, and combined vehicle weight, [so it] automatically selects the best gear for optimized fuel economy and performance for the current conditions,” he said. Fuel economy “goes up in almost every case,” he said.
Fleets also have noticed the benefits of vertical integration.
In 2019, Calex ISCS, a West Coast transporter of temperature-controlled goods and produce, started spec’ing its Kenworth T680s with the full Paccar complement, which includes the OEM’s 12-speed AMT, MX-13 engine and 40K tandem rear axles. For the five years prior, they had amassed a T680 fleet 133 strong. There was an obvious difference when using the full Paccar powertrain.
“The Paccar transmission stands above the rest and seems to have an easier time climbing mountain ranges,” said Doug Barbacci, Calex ISCS principal. “Our drivers enjoy how smoothly it shifts gears. We’ve been very pleased with its performance, and we plan to continue to spec our future Kenworth T680s with that transmission.”
