UD Trucks swells lineup: OEM rolls out three new trucks for '99
At its recent dealer meeting in Colorado Springs, Colo., Nissan Diesel America Inc. (NDA) announced significant changes to its line of UD Trucks for 1999.
Topping the news is the introduction of three new models. These trucks expand the UD stable to ten, running from Class 3 to the heavy end of Class 7.
"UD dealers have been asking for additional products for some time," NDA president Tetsuma Nieda remarked at the unveiling. The three new trucks are the UD1200 (12,000 lb. GVWR); the UD1800CS (17,995 lb.); and the UD3300 (32,900 lb.).
According to Dayle Wetherall, NDA senior vp & general manager, the UD1200 brings the OEM into the Class 3 market. While the new model is rated at 12,000-lb. GVW, it shares numerous specs with the larger Class 4 UD1400. Powered by a 145-hp. intercooled turbodiesel, the UD1200 can be ordered with an overdrive manual or overdrive automatic transmission. The truck will be offered in three wheelbases, allowing gross payloads of 6,470 to 6,665 lb.
Called a hybrid between the existing Class 4 UD1400 and Class 5 UD1800HD (heavy duty), the new UD1800CS (city spec) truck is aimed at fleets seeking both the payload capacity and performance of a Class 5 and the economy and purchase price usually expected of a Class 4.
The 1800CS features a 175-hp. intercooled turbodiesel and can be spec'd with a Nissan Diesel manual transmission or an Aisin electronic 4-speed overdrive automatic. NDA will continue to offer the UD1800HD, which has the same GVWR as the new truck but differs in engines, performance, and purchase price.
Topping off the lineup is the new UD3300. With its 32,900-lb. GVWR, it brings the OEM into the market for "heavy" Class 7 trucks. It boasts an intercooled turbodiesel rated 225 hp. at 2,600 rpm and 492 lb.-ft. at 1,600 rpm. The transmission is Nissan Diesel's MPS62T, a 6-speed manual, synchromesh on 2nd through 6th gears. The UD3300 comes with S-cam air brakes and antilock braking.
NDA also unveiled a new identity for UD Trucks. Replacing the badge used for the past 14 years in the U.S., the new logo incorporates the "UD" trade name in a chrome and black oval.
"This emblem clearly identifies the 'new' Nissan Diesel America," noted NDA's Nieda, "a company strongly focused on aggressive market penetration and a growing dealer network."
Transmission Technologies Corp. (TTC) has announced availability of the new Spicer AMT-7 automated mechanical transmission for medium-duty trucks. Boasting no clutch pedal or shift lever, the transmission offers fully programmable shifting to improve fuel efficiency and driver satisfaction.
TTC says the AMT-7 can be programmed for optimal performance by application. The company points out that with shift points controlled by rpm levels, the unit provides better control of fuel consumption. A "Launch Assist" feature automatically puts the vehicle in the preprogrammed startup gear, preventing quick starts and jumps, and eliminating "roll back" on inclines.
According to TTC, the AMT-7 is based on the Spicer 7-speed transmission with advanced electronics, which ensures reliability and simplifies service. Elimination of the clutch pedal prevents clutch slippage and burn-ups. And since the unit does not have a torque converter or external cooler, acquisition and maintenance costs are said to be lower.
As for the impact on drivers, TTC says they will gain satisfaction from the transmission's "automatic-like features," while still having the control of a mechanical unit. A special "hold" feature lets drivers manually control shifting - holding the truck in one gear - when they need to maximize acceleration or braking. The AMT-7 is compatible with cruise control and is said to transmit less noise and vibration than other medium-duty units.
"The transmission launches from a stop without a clutch pedal and shifts precisely at the right time, every time, regardless of the driver's experience," says Lee Davis, vp and general manager of TTC. "The AMT-7 provides the convenience of an automatic transmission without the high cost and special technical requirements that come with a conventional automatic."
The AMT-7 is produced by Spicer S.A. de C.V., a subsidiary of the Unik group, Mexico's largest auto-parts supplier, and Dana Corp.
The newest member of Cummins Engine Co.'s Interact System family of diesels offers up to 350 hp. in a lightweight package. Intended for vocational and regional LTL applications, the new 10-liter ISL features integrated electronic controls, a 24-valve cylinder head, a constant-pressure fuel injection system, and reduced maintenance requirements.
Weighing 1,555 lb., the ISL will be available in power ratings ranging from 310 to 350 hp., with peak torque from 1,050 to 1,250 lb.-ft. While the ratings overlap with the ISC on the low end and the ISM on the higher side of the range, the ISL has been designed to offer maximum productivity in specific applications such as mixers and other vocational straight trucks, as well as single and tandem axle tractors running distribution routes under 500 mi. a day. The flexibility of the Interact System, says a Cummins spokesperson, allows it to offer three engines in the same power range with different operating characteristics for better application-specific productivity.
The ISL iron includes heavy-duty components such as four valves per cylinder, articulated pistons, roller followers, and an optional C Brake from Jacobs. A rear engine power take-off will also be available.
Maintenance-related features include a new lubrication system that extends oil and filter changes to 18,000 mi., a "no-adjust" rocker system that can go 150,000 mi. before the first service, and a water separator with an integrated water-in-fuel sensor.
Like other engines in the IS family, the new 10-liter has full-authority electronic controls, offering diagnostics, prognostics, data collection, and both J1939 and J1587 data links. Standard features provided by the electronics include cruise control, road and idle speed control, and serial communications. It is also fully compatible with both INSPEC diagnostic software and INFORM management software.
The ISL, which goes into production in January 1999, will come with a standard 2-yr./250,000-mi. warranty. Optional extended coverage will also be offered.
Although details won't be available until next month, Cummins says its next generation 14-liter engine will be ready for 1999 models. The long-awaited ISX is a "clean-sheet design," according to the company, aimed squarely at the over-the-road fleet market with power rating ranging from 400 to 500 hp. and peak torque from 1,450 to 1,850 lb.-ft.
Features include dual overhead cams with one camshaft driving the high-pressure injection system and the other driving the valves and integrated engine brake. The new engine's electronic control unit, based on Cummins' Interact System, can provide fleets with management data, engine prognostics, and trip information, as well as control a wide range of smart accessories.
Production is scheduled to begin early next year.
With only minor changes to last year's models, the 1999 lineup from Hino Diesel Trucks (U.S.A.) is ready for the North American market.
The J-series diesels on Hino FA and FB medium-duties boast slightly higher ratings: horsepower is now 168 at 2,500 rpm, with torque of 366 lb.-ft. at 1,500 rpm. New fuel injectors and an adjustment in timing characteristics enable the engines to meet '98 emissions standards. In addition, the spur gear capability needed for severe-duty vocational applications can now be spec'd on some FB models with manual transmissions. FA and FB units with manual transmissions also have a unique flywheel capability.
The heavier end of the Hino lineup - FD, FE, FF, and SG models, with GVW ratings from 22,300 to 32,900 lb. - sport new computer-controlled antilock braking systems this year. J-series diesel engines for these models have also been modified to meet '98 emissions regs, with one of the SG models now available with 252 hp. at 2,500 rpm.
Other changes to this end of the Hino line include new seat belts with modified release levers, and heavier front suspensions (9,250 lb.).
Now there's a new card to add to the Reefer Rolodex: Hyundai Precision America (HPA). The company recently introduced its new refrigerated trailer, the latest addition to their van trailer product line.
Built at its HYMEX production facility in Tijuana, Mexico, the refrigerated trailers combine Hyundai's years of expertise in the ocean-going refrigerated container business with their experience in chassis and trailer manufacture. Each discipline offered valuable lessons for the new reefer business.
"Undercoating, strength, and durability are what our ocean-going container customers generally look for," explains Ted Chung, president and CEO of Hyundai Precision America. "Truck trailer customers certainly want strength and durability, but they also want a lightweight design and exceptional fit and finish, inside and out. There are many more variables to consider for over-the-road applications".
The reefer has aluminum sheet-and-post construction with a "J" post design borrowed from the aircraft industry for its high strength-to-weight ratio. The roof incorporates a corrugated panel design, first proven on sea containers. Flooring is 1.25-in. extruded aluminum over composite stringers, while the lining is tapered, one-piece fiberglass.
Insulation is one of the most important elements in a refrigerated trailer, and Hyundai's unit features high-density, injection-foamed urethane.
In fact, the foaming area of the manufacturing plant is perhaps the high point in the high-tech production line. A computerized foaming press continuously monitors the mixing ratios, foaming temperature, and curing time, making instantaneous corrections as required.
It also allows variation in foam density to meet specific requirements, while fixtures rotate panels during foaming to help ensure that there are no gaps or spaces in the insulation. An on-site thermal test facility simulates real-world operating conditions, giving Hyundai the ability to verify the insulating performance of its refrigerated units.
"A second production facility in the eastern United States is planned for some time in the future," notes Ted Chung.
Height: 13 ft. 6 in. (overall); 105 in. (inside)
Length: 53 ft. (overall); 52 ft. 3 in. (inside)
Width: 102.36 in. (overall); 97.4-in. lining to lining (inside)
Insulation: 2-4 in. (sides and roof); 2-3 in. (floor)-wheel height: 48 in.
Kingpin location: 36 in.
Support gear: Jost two-speed, 50,000-lb. capacity with internally protected gears
Suspensions: Spring, air
Springs: Three-leaf medium arch Weight: 12,700 lb. (48 ft.); 53 ft. (13,200 lb.)
Refrigeration units: All major small-, medium-, and large-capacity models, plus special split evaporator and multi-compartment units
Phillips & Temro Industries says its new electric cab-power supply system is engineered to be an integral part of a truck and uses standard 120-volt outlets in the cab area. This means fleet owners can purchase off-the-shelf appliances for use while trucks are parked.
According to the manufacturer, its Cab Power System meets all national electric codes and is protected via ground default interruption. The company also points out that all wiring for the system is secured within the cab, eliminating the need to feed extension cords into the cab and connect a power strip. The system is offered as a standard option by many major OEMs.
Good news for fleets that want to tailor trailer suspension systems to specific needs. Holland Binkley now offers customers a choice of brakes and axles on its AirLite Plus and DuraSystem Plus suspension systems.
By combining the slider, suspension, axle, and brake into one unit for its AirLite Plus air ride and DuraSystem Plus mechanical suspension, Holland Binkley says it has produced systems that are durable, lightweight, and cost-effective. Holland Pro-Par brakes and axles are featured on both suspension systems.