2011 New Models: Class 8

AUTOCAR A redesigned low-cab-forward (LCF) Class 8 chassis and a new terminal tractor are the latest offerings from Autocar LLC. The company's refuse-focused ACX Class 8 LCF chassis will be equipped with the Cummins ISX 11.9 engine. Configured as a residential front loader, the ACX also features a 40-yd. front loader body and an automated collection can. This combination represents the industries'


A redesigned low-cab-forward (LCF) Class 8 chassis and a new terminal tractor are the latest offerings from Autocar LLC.

The company's refuse-focused ACX Class 8 LCF chassis will be equipped with the Cummins ISX 11.9 engine. Configured as a residential front loader, the ACX also features a 40-yd. front loader body and an automated collection can. This combination represents the industries' worst-case scenario from a vehicle weight and distribution perspective, yet maintains fully legal axle loadings and a 10-ton payload without sacrificing features or durability.

The Cummins ISX is an all-new 11.9-liter heavy-duty diesel engine that will replace the popular ISM product line. Available in ratings from 320 hp. and 1,050 lbs.-ft. of torque up to 385 hp. and 1,450 lbs.-ft. of torque, the ISX model gets refuse-specific engine programming, Autocar notes. Autocar adds that its ACX chassis has been refined to integrate this new engine and to optimize overall vehicle performance. Component design upgrades have resulted in a lighter, more durable chassis with 2010 emissions-compliant exhaust systems allowing for mounting of all commercially available body systems.

A new offering from Autocar for the 2011 model year is the Xspotter terminal tractor. Available with diesel, natural gas or zero emissions lithium-ion battery power, the Xspotter is designed to serve in waste and recycling transfer stations, terminal operations, rail yards and port facilities.

Terminal tractors, also known as yard tractors and trailer spotters, are commonly used to move waste transfer trailers and intermodal containers from spot to spot in special applications. Eric Schwartz, vice president-business development, says the Xspotter incorporates 360-deg. visibility; a more spacious, driver-friendly operating environment; and select components for greater reliability and durability.


Freightliner Trucks has updated its flagship, the on-highway long-nose Coronado, with enhanced aerodynamics, technological innovations and more luxurious styling. The OEM says the Coronado's improvements boost both fuel economy and driver comfort.

The Coronado's one-piece hood is constructed of fiberglass that is robust, yet easy to repair as it incorporates “parting lines” to reduce body repair costs. The chrome-plated hood handle was designed to specifically enhance airflow.

Dual chrome steel intakes come standard on the Coronado. Air enters the system through two chrome steel grilles on either side of the hood, which combines an aerodynamic and functional inlet with a stylish design. Designed for maximum efficiency, the intakes are positioned on either side of the hood to minimize infiltration of water, snow, debris or dust.

The Coronado's sleeper includes strategically placed cabinets to maximize storage, and a stowaway upper bunk provides extra bed space. A pullout writing surface, clothing rack and a separate control panel for heat, air conditioning and lighting complete the interior.

The truck is available with EPA 2010-compliant Detroit Diesel DD13, DD15, and DD16 engines, as well as the Cummins ISX.

New to the line is the Coronado Severe Duty (SD) vocational model. It boasts both set-back and set-forward axle configurations; a fiberglass hood; an all-aluminum cab; 90-deg. hood tilt to provide easy engine access; and fenders that come standard with impact absorbing material to help eliminate damage and cracks common with vocational operations.

Also new this year is the Cascadia day cab with a Detroit Diesel DD13 engine using BlueTec SCR technology, which the OEM says enables the truck to produce up to a 5% improvement in fuel efficiency compared to the Freightliner Century Class truck that was certified to meet 2007 EPA standards. The Cascadia day cab meets all EPA SmartWay specifications for fuel economy and emissions reduction.


Navistar Inc. so greatly improved its on-highway International flagship that it has rechristened it the ProStar+. “Along with improving the truck's aerodynamics and reducing its curb weight, we've made a number of driver-friendly interior improvements and integrated a no-hassle emissions solution that allows drivers to do what they do best,” says Jim Hebe, senior vice president, North American sales operations.

Powered exclusively by the International MaxxForce 11 and MaxxForce 13 engines, the ProStar+ uses no SCR aftertreatment system to meet EPA 2010 regulations.

According to Navistar, feedback from drivers led to “dramatically refined interior functionality,” including a re-engineered overhead console and more storage. The OEM says the ProStar+ is also quieter, with cab noise levels down 9% compared to last year's ProStar. The company also engineered a 20-lb. force reduction in clutch feel to provide easier shifting and less fatigue.

Already regarded by Navistar as “the industry's most aerodynamic and fuel-efficient Class 8 truck,” the OEM points out that the ProStar+ boasts further aerodynamic enhancements. These include optional full-length chassis skirts for sleepers as well as a new cab roof air fairing for day cabs.

ProStar+ also includes many new powertrain features that improve fuel economy, according to the OEM, including a “clutched” air compressor, variable speed fan, low-viscosity engine oil, and a fuel-efficient rear axle lubricant.

Navistar also took aim at the truck's weight, shaving enough off that the new model is 700 lbs. lighter than its predecessor. “When you include the MaxxForce 13, with its durable, lightweight compacted graphite iron cylinder block, and MaxxForce Advanced EGR emissions technology, the ProStar+ offers an additional 600-lb. advantage vs. the leading 15-liter engine, providing an extra 1,300 lbs. of added payload capacity,” the OEM says.


Kenworth Truck Co. has rolled out the all-new “wide-cab” T700 as a replacement for its T2000 highway tractor. The T700 is a high-roof aerodynamic long-haul tractor that offers 8 ft. in interior sleeper height, says Bill Kozek, general manager of Kenworth and Paccar vice president. “The T700 offers a 3% improvement in drag compared to our T660 highway tractor, which translates into a 1.5% gain in fuel efficiency,” he points out.

According to chief engineer Preston Feight, the new aero tractor was designed through the extensive use of computational fluid dynamics to optimize its aerodynamic performance while also allowing KW engineers to sculpt its shapely, eye-catching appearance. “As a result,” Feight states, “the T700 has the lowest aerodynamic drag of any Kenworth truck in our history.”

“T700 customers also benefit from the new, efficient 2010 Paccar MX engine with industry-leading one-million mile B10 life and superior power-to-weight performance; Kenworth NavPlus system; spacious cab and sleeper; excellent serviceability; and best-in-class forward lighting,” adds Kozek.

Also new is a natural gas-powered version of its T440 truck for local and regional haul and vocational applications. This T440 can be equipped to operate either on compressed natural gas or liquefied natural gas. It is powered by a Cummins ISL G engine, which is mated to an Allison automatic transmission.

The C500 vocational model has received a larger cooling module and a hood “facelift.” The hood, available either in fiberglass or sheet metal, accommodates the 1,780-sq.-in. cooling module. This improved cooling capacity allows Kenworth to offer the C500 across-the-board for GCWRs up to 200,000 lbs. The increase also allows stationary pumping with the maximum 600 hp. and 2,050 lbs.-ft. of torque available. The Kenworth C500 is available with a standard day cab, Kenworth Extended Day Cab, 38-in. AeroCab FlatTop sleeper or 42-in. modular sleeper.

Next Page: MACK


Mack Trucks Inc. reports it is refining its proprietary engine offers by introducing a new generation of its historic Econodyne family of on-highway diesels. According to Mack, the Econodyne aims to provide over-the-road fleets with optimized fuel economy through careful control of operating characteristics.

Offered in the Mack MP7 and MP8 engine series for on-highway Pinnacle models, the new Econodyne features an intelligent torque management system called EconoBoost that offers drivers additional torque when needed, points out David McKenna, director of powertrain sales & marketing. The 505-hp. rating, for example, provides 1,560 lbs.-ft. of torque under cruising conditions, but can provide an additional 200 lbs.-ft. of torque if the engine is under full load and senses that more torque is required.

Also new from Mack is its mDrive automated mechanical transmission. It is based on a unit developed by the OEM's parent, Sweden's Volvo Group, and is adapted for the Mack proprietary drivetrain. Offered on Pinnacle models powered by Mack MP7 and MP8 engines, the two-pedal automated gearbox improves driveability and driver satisfaction, says McKenna, and also delivers up to a 1.5% improvement in fuel economy.

The mDrive will be available in two 12-spd. versions (8 forward speeds, 4 reverse), one an overdrive and the other a direct drive. Drivers control the transmission through a dash-mounted pad, and can be directed to shift for either economy or performance. Electronic control features include the MackCellerator, which drops the transmission one gear to maximize acceleration in passing conditions and the Grade Gripper, a hill-assist feature tied into the ABS system that keeps the truck from rolling backwards when starting on a grade. Because it automates a standard mechanical transmission, the mDrive is relatively light, weighing in at 615 lbs. dry, McKenna notes. Maximum torque capacity is 1,920 lbs.-ft.

Mack has also introduced an all-new family of rear axle carriers. The C150/151 is lighter, stronger and stiffer than the previous model, according to McKenna. It retains Mack's traditional top-load, dual-reduction design, and comes with a power divider as standard. Available ratios range from 3.11 down to 5.66, and it is compatible with all suspensions offered by Mack.

It can also start the truck in a higher gear if conditions warrant and low-speed modulation helps control vehicle speed when maneuvering in tight quarters.


Peterbilt Motors' new Model 587 long-haul Class 8 tandem-axle tractor represents a “dynamic evolution of the highly successful Model 387” and is “Peterbilt's new standard for on-highway fuel efficiency, technology and serviceability,” according to the OEM.

“The new Model 587 is the culmination of design, engineering and customer feedback which resulted in an optimized truck that sets the standard for operational efficiency, operator comfort and safety for on-highway Class 8 trucks,” says Bill Jackson, Peterbilt general manager and Paccar vice president.

The Model 587 is specifically designed for long-haul fleets and is touted to improve fuel efficiency by 1.25% over the Model 387 it replaces. The new truck will be offered in either day cab or one of two sleeper configurations. Engine options for the Model 587, which has already earned EPA SmartWay certification, include the new Paccar MX engine rated at 380 to 485 hp. as well as the Cummins ISX15 in the 400-600 hp. range. Both Eaton Fuller manual and automated mechanical transmissions are available with axle ratings up to 46,000 lbs.

The Model 587 cab boasts swivel seats, dual arm rests and a 30-in. walk-through space. Pete notes the dash layout features stylish colors and textures while gauges and switches are positioned within easy reach to provide an ergonomic work environment.

Pete has also added a new vocational unit — the Class 7-8 Model 348. Its GVWR starts at 35,000 lbs. and optional capacity ratings will suit almost any specialty vocation, according to the OEM. The Model 348 features an all-aluminum cab and is available in truck or tractor configurations.

The Model 348 offers critical vocational options such as Fepto, Repto and application-specific transmissions including a hybrid configuration designed for utility service. The truck is available with a Paccar PX-6 engine, which delivers 280 hp., and a Paccar PX-8 engine, which produces 240 to 380 hp. and 1,050 lbs.-ft. of torque for heavier loads. In diesel-electric hybrid configurations, the PX-6 is the base engine, Peterbilt notes. The Model 348 is available exclusively with air brakes for heavy-duty configurations.

Also new from Peterbilt is the Model 382, a 111-in. BBC Class 8 day- cab truck the OEM says offers improved maneuverability for urban operation. It includes Pete's proprietary Aerodynamic Package to boost fuel efficiency for short-haul operators. Standard power is a smaller-block Cummins ISL9 engine and the truck features a one-piece windshield for greater visibility.

Peterbilt is making a new extended day cab optionally available for its complete lineup of Class 8 vehicles — the Models 386, 384, 367, 365, 389 and 388. This option adds 10 in. to the standard cab length. It also provides 2.5 in. of additional seat travel behind the wheel, 92% more seat room to recline, and 4.5 cu. ft. of storage behind the driver's seat, according to the OEM.

The OEM points out that its new in-dash SmartNav system offers truck-specific GPS-based navigation, vehicle diagnostics, communication and entertainment technologies in a unit that was designed for the trucking industry.

Featuring a high-resolution, scratch-resistant touchscreen, the system is driven by the Microsoft Auto 4.0 Windows CE 6.0 operating system, has eight gigabytes of memory and uses the SAE J1939 link standard for vehicle communications and diagnostics. SmartNav will be standard on all Peterbilt Premium level interiors and will be optionally available on other interiors beginning in September.

There is also a new SmartSound package available on Class 8 models. According to Peterbilt, spec'ing SmartSound will both reduce cab noise and driver fatigue while enhancing driver comfort and safety. The package can be seamlessly integrated into any interior trim level.


Volvo Trucks North America (VTNA) has announced no plans to roll out new truck models, but it has made extensive improvements to its Class 8 highway truck line to improve both vehicle performance and fuel efficiency. EcoTorque is a new feature being added to Volvo's I-Shift automated manual transmission (AMT). It boosts the amount of torque available so the AMT doesn't have to downshift in hilly driving conditions, thereby helping maintain vehicle speed and fuel economy at the same time, according to the OEM.

Designing the I-Shift to handle the torque outputs of all Volvo's truck engines — the D-11, D-13, and D-16 — adds a corollary benefit as well, points out Ed Saxman, powertrain product manager. “We can ‘turn up' an engine to the highest power rating for that model for a fleet with just a software change and without changing out injectors or turbochargers. It can take a 435-hp. engine and change it into a 500-plus engine, for instance, which can make it more appealing to second owners.” Altogether, Volvo offers up to eight such rating “boosts” within its engine family, notes Saxman.

Another new offering is “Pre-Inspect Assist,” which is a program designed to help drivers speed up the pre-trip inspection process. This function is built into the Driver Information Display within the gauge cluster. It automatically checks the wiring and fuses, all the vehicle and trailer lights, and air leaks in the braking system.

Other new features include a roughly 100-lb. lighter fifth wheel from Fontaine — which is being offered exclusively on Volvo tractors for one year — along with an adjustable cab roof fairing for use with dry van and refrigerated trailers. The fairing is designed to help improve the aerodynamics of the entire tractor-trailer as a unit, according to VTNA, and complements the cab's side fairing extenders or “trim tabs” that VTNA introduced several years ago.”


Western Star is now offering what it calls a unique powertrain option on its 109-in. BBC 4900 model tractor that includes a Detroit Diesel DD13 engine and Allison 3000RDS automatic transmission. According to the OEM, this setup for 109-in. BBC configurations is only available in a Western Star.

According to the company, its 109-in. truck is the shortest BBC in its class and is suited for construction, government, refuse and utility applications, particularly those in which the truck must maneuver through suburban streets or congested job sites. “Western Star vocational customers demand a premium work truck that's ready to meet the on-site challenges of their job,” says general manager Mike Jackson. “With the addition of the Allison transmissions and body builder-friendly features, the 109 is the complete custom package.”

Additional updates to the 109 include underhood air cleaners with inside/outside air and dash controls and a 6-gal. DEF tank. The 13-liter DD13 features ratings of 350 to 450 hp. and 1,250 to 1,650 lbs.-ft. of torque. These engines incorporate Detroit Diesel's BlueTec SCR technology to meet EPA 2010 emissions regulations. The 109-in. BBC truck is available with front axles rated from 12,000 to 20,000 lbs. and rear axles going from 21,000 to 46,000 lbs.

Western Star has also announced it has partnered with Allison Transmission to offer a specially designed “Allison Optimized” package for its trucks. The package features shift energy management, prognostics, reduced engine load at stop, load base shift schedule, auto neutral, TES 295 synthetic fluid and warranty terms.

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