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Truck and engine manufacturers
are continuing to adapt their products to meet new federal regulations
for exhaust emissions. Even-tougher-than-current rules will take
effect in both 2007 and 2010, say truck manufacturers, and what
they're doing bears watching.
The industry has largely
adjusted truck configurations to comply with the October 2002 emissions
control deadline set by the Environmental Protection Agency (EPA).
By that date, diesel-engine manufacturers were to restrict emissions
of nitrous oxides and particulates to tough new limits.
And in recent months,
the reviews have been coming back from truck buyers regarding the
new rules. Cummins, for example, meets the new standards with a
technology called cooled exhaust gas recirculation (EGR). Exhaust
gas is removed from the exhaust stream, cooled, and put back to
the intake side of the engine. As that gas mixes with the air and
fuel, it inhibits the combustion process somewhat. The result is
a lower flame temperature and lower NOx levels.
One might add that all
of this comes for a price. "Regarding Cummins' EGR, no one is crazy
about the loss of fuel economy or the increased price of the engine,
but I have not heard of major issues with the performance of those
engines," says Frank Raney, severe service marketing manager at
International Truck and Engine Corporation.
"We know of some new
environmental regulations set to take effect in 2007 and 2010,"
says Jim Crowcroft, product marketing manager at Sterling Truck
Corporation. "For all practical purposes, you won't be able to pollute
at all in 2007, and for 2010, whatever's left will be gone.
"These changes force
costs back into the product, drive down fuel economy, force manufacturers
to provide hotter engines, and raise tare weights," says Crowcroft.
"On the other hand, customers demand more power. And they want lighter
tare weights, zero maintenance, and more automatic transmissions."
Line Changes
Some manufacturers' lineups
have changed more than others. "We continue to offer the vast majority
of the trucks and horsepowers that we did before," says Stephan
Olsen, vocational market segment manager at Kenworth Truck Company.
"We've invested heavily in designing trucks to accommodate these
new engines, to handle the increased heat rejection that is inherent
with the new engine technology.
"The largest impact was
on the cooling system," Olsen says. "Our investment is in accommodating
the turbochargers, the air piping, and cooling piping." One engine
currently missing from Kenworth's lineup is a Caterpillar 600-hp
engine, but Olsen says Caterpillar is talking about bringing it
back.
"Customers need to pay
close attention to the new spec'ing guidelines that engine manufacturers
have," he continues. "That's particularly true with Caterpillar's
new engines. They're bringing back an old saying: ‘Gear fast,
run slow.'"
For optimal fuel economy
over the road, he adds, Caterpillar recommends gearing a truck to
run 65 mph with its big-bore C15 engine turning over at 1,325 rpm.
But that kind of gear ratio might not be as practical for off-road
use, and at slower ground speeds with higher engine speeds, construction
users could see lowered fuel economy.
Meanwhile, Kenworth has
introduced the Cummins ISL engine in its T800 short-hood and its
W900S, a concrete-mixer truck. The 8.9-lit. ISL engine has no EGR
system - it meets federal rules by virtue of a program of "Banking
and Trading" exhaust emissions. (Another smaller Cummins engine
has emissions well below the EPA standard, and the company can trade
those reductions for a higher level of emissions in the ISL engine.)
"The ISL offers the power of a larger engine, without paying a cost
premium for the EGR system," says Olsen. "And it has a significant
weight advantage over competing engines." Kenworth offers the ISL
at ratings from 310 to 350 hp.
New Freightliner Lineup
Freightliner is replacing
several models - its FL 50 through FL 80 models and the FLD 112SD
(severe-duty), FL 106, and FL 112 models - with the M2 series. Those
are the M2 112, the M2 106, and the M2 100 models. (In each case,
the large number represents the bumper-to-back-of-cab (BBC) distance
in inches.) The M2 112 is a Class 8 truck, and the M2 106 is offered
in Classes 5, 6, 7, and Baby 8 models, says Steve Little, vocational
product manager. The M2 100 is a Class 5 and 6 product.
Meanwhile, Freightliner
has retained - and improved - the FLD 120SD, a severe-duty model
that can accept big-bore engines from Caterpillar, Cummins, or Detroit
Diesel. Frame rails are stronger, with 120,000-psi steel instead
of 110,000-psi steel. "And we improved the maneuverability to give
it more wheel cut," says Little.
The FLD 120SD has more
cooling capacity. Previously it was limited to a 1,200 in.2 radiator
but now can accept larger radiators in both the set-back axle and
set-forward axle versions. In addition, Freightliner decreased cab
noise by improving the exhaust isolators and the clutch linkage.
And air cab mounts now are standard on the truck.
Freightliner began producing
the M2 112 in August 2003, Little says. All M2 trucks have an aluminum
cab; the dashboard look has been improved, and the heating/ventilation
system has been redesigned. "Visibility is one of its best features,"
says Little. "The nose drops down in front for improved visibility,
and we use a low-profile dash."
In other developments,
Freightliner recently brought out the Mercedes-Benz 900 Series and
4000 Series engines. The 900 Series fits into the M2 100 and M2
106 trucks, and the 4000 Series goes into the M2 112 and FLD 120SD
trucks. Little says the MBE 900 is well proven in European applications
and that about 16,000 MBE 4000 engines have been sold.
International is launching
a new engine lineup in 2004, including the HT 570 engines for severe
duty. The first round of HT 570 engines includes a 295-hp unit and
a 340-hp model. The HT 570 is offered in International's 7000 Series
trucks.
For the construction
industry, International is releasing what it calls a "clean CA package,"
which means the frame rail has nothing mounted on it between the
cab and the axle. That way, a buyer can install a lift axle (or
pusher) in front of the tandem rear axles. This clean CA package
will be offered across Series 7000 and 5000 trucks, says Frank Raney,
severe service product marketing manager.
And as a service to construction
users, International offers one-stop shopping for truck-body combinations.
In Garland, TX, International builds Severe Service trucks - and
there has opened a Modification Center, where customers can select
from a full range of dump bodies in steel and aluminum. International
offers a three-year warranty for Garland-equipped truck-and-body
units.
At Mack Trucks, acceptance
of the new Granite series of construction trucks has been "phenomenal,"
reports Steve Ginter, vocational product manager. The company recently
introduced a new 23,000-lb. UniMax integral hub and axle, which
adds to the previously available 18,000-lb. and 20,000-lb. ratings.
The axle is sealed and lubed for life.
Ginter says more than
65% of Granite trucks are being specified with an engine brake.
To meet the demand, Mack now offers its own PowerLeash engine brake,
which boasts 420 engine hp - more than the competition, Ginter says.
And the Mack brake takes effect in just a quarter-second - faster
than the competition.
Mack also touts the benefits
of its triple-countershaft transmission, offered as both the T310M
and the T310MLR. "The three shafts are nested together in a triangle,
so the force is directed inward, which allows us to use an aluminum
case," says Ginter. "You get a cooler running transmission. Other
truck transmissions are twin-countershaft units."
At Peterbilt, Models
357, 378, 379 and 385 are all getting a new "visibility package,"
says Ray Paradis, director of vocational markets. Rear-view mirrors
have been relocated from the door to the cowl, which affords the
driver a better field of view. Also, the rear window is larger,
and Peterbilt installs corner windows in the cab.
Exhaust-compliant engines
have forced Peterbilt to change its engine-truck combinations somewhat,
explains Paradis. He says the Cat C15 is no longer available at
550 hp, but that "Caterpillar tells us we'll be able to get the
higher horsepower ratings back later in the year."
In October 2003, Sterling
Truck Corporation introduced its new HX chassis for heavy-duty trucks.
The new chassis was designed to accommodate new EPA-compliant engines,
and Sterling says it will feature stronger, lighter frames, a new
air cab suspension, a new cooling system, new fuel tank offerings,
and additional front and rear suspension options.
"We completely revised
and updated the chassis," says Sterling's Crowcroft. "All of the
models are still there." Cab positioning has been adjusted to make
room for larger cooling systems. The HX offers new radiator options:
a 1,000-in.2 crossflow with or without in-tank oil coolers, as well
as 1,200-in.2 and 1,400-in.2 units, both crossflow radiators.
The HX is used in Sterling's
models as follows:
- The L 7500 ranges
up to 66,000 lbs. GVW - a heavy Class 7 truck with mid-range engine.
- The L 8500 ranges
up to 66,000 lbs. GVW with two BBC measurements and the same engines
as the L 7500.
- Sterling's core construction
truck is the L 9500, offered with four BBCs - 101, 111, 113, and
122 in. with setback front axle. The L-line goes up to 72,000
lbs. GVW.
New frames include new
section heights from 10 to 11 in. and an all-new 13-in. frame, which
is more than 2 in. taller than any current frame offering, the company
says. The HX frame also offers improved frame strength ratings,
with optional resistive bending moments (RBMs) up to 5 million in.-lb.
when an insert is added.
Crowcroft says Sterling
has become popular among public works agencies and municipalities
because the company can provide trucks that meet a wide variety
of specifications. "Our objective is to be the ultimate vocational
truck brand," Crowcroft says. "We think we have the most diverse
lineup of vocational trucks." For example, Sterling offers both
aluminum and steel cabs, where other manufacturers offer just one
material, Crowcroft notes.
At Volvo Trucks, officials
note that the VED 12 engine, now EPA-certified for 2004, is the
same engine that was certified for 2002. "Our horsepowers were up
in the October 2002 release," says Jim Fancher, marketing product
manager. "Our 345-horsepower engine was replaced with a 365-horsepower
engine, and we had a 385-horsepower engine that became a 395-horsepower
engine as of October '02." The company retained the 425-hp rated
engine but dropped its torque from 1,550 to 1,450 ft.-lb. to be
compatible with the Allison HD automatic transmission. Then Volvo
brought out a 435-hp engine with 1,550 ft.-lbs. of torque - and
retained its 465-hp engine. All are EPA-certified for 2004 - and
all are used in the company's VHD construction truck.
Amid all of the changes,
the specs you want are probably still there: Finding them just might
take a bit more shopping.
Notable Options and
Features
Peterbilt says Eaton's
Central Tire Inflation (CTI) system has become popular as a traction-assist
tool in the soft soils of Florida. You don't even need an all-wheel-drive
truck to pull through soft sand on a job site. From the cab, you
can simply deflate your drive tires for improved traction and walk
on through to pavement and then re-inflate the tires.
Kenworth now has an extended
day-cab option, available on its construction trucks, which adds
6 in. of length to the cab for more leg room, more belly room, and
more reclining room. In addition, the new day-cab option can be
bought as a kit to convert an older Kenworth AeroCab integral sleeper
from a used over-the-road truck to a day-cab construction truck.
The TufTrac vocational
suspension offered by Freightliner and Sterling now comes with a
two-stage operation to soften up the ride in an unloaded condition.
Advantages claimed are high articulation, good weight equalization,
and a good ride.
International continues
to expand its Diamond Logic electrical system. Instead of cutting
into chassis electrical systems to wire up bodies' electrical functions,
such as dumping the box, International uses a remote power module
that body companies simply plug into. "We're writing specific software
solutions for various customers," says the company's Frank Raney.
"For example, we programmed a truck to go only 5 miles per hour
when the PTO is engaged. And we had one guy who wanted the wipers
to come on when he engaged the PTO, just to remind himself." And
one can program all snowplow functions using the Diamond Logic system,
Raney adds.
Volvo has added a Body
Builder ECU, or electronic control unit, to separate the electrical
functions of a body from those of the truck. "We provide a connecting
point in the floor of the truck for body builders to connect to,"
says Volvo's Jim Fancher. A body manufacturer connects his wiring
harness to Volvo's ECU, which can control all body functions. So,
for example, if a light on the body shorts out, it won't affect
the truck's electrical system. Before, the body builder's wiring
connected through the truck's fuse panel, and faults in the body
system could mess up the truck's electrical system.
Daniel C. Brown is
the owner of TechniComm, a communications business based in Des
Plaines, IL.
GEC
- May/June 2004
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