Heavy Duty Trucking

DEC 2014

The Fleet Business Authority

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60 HDT • DECEMBER 2014 www.truckinginfo.com International B attling back from financial and legal woes, Navistar has found sales success by rein- troducing Cummins' ISX15 in its Class 8 models and offering the medium-duty ISB in its Class 6-7 trucks. It's also updated most of its own Maxx- Force diesels to "N" configuration with SCR gear from Cummins Emissions Solutions. ProStar (shown) is the main highway tractor and Interna- tional's most aerodynamic model; it comes with the 14.9-liter ISX15 or 12.4-liter N13 diesels, while the retro-styled LoneStar premium model has been resurrected from a recessionary hiatus. LoneStar and the traditionally styled 9900i (the only International without a "Star" name), are powered only by the ISX15. The TranStar regional tractor comes with the N13 or Cummins West- port natural gas engines. Vocational models are the PayStar 5900, with N13 or ISX15 diesels, and WorkStar 7000 series, with N13, 9.3-liter N9 and N10, and 6.7-liter MaxxForce DT diesels. Kenworth T 680 Advantage (shown) has been well received by customers, KW says, because even with lower fuel prices, they still want to save money. Package includes enhanced aero improvers, an MX- 13/Eaton Advantage AMT powertrain, and a 6x2 or 6x4 tandem; it performs best when mated to an aero- dynamically sound trailer and is driven properly. The relatively new T680 can also be spec'd with a variety of equipment to suit many on-highway applications. Also in the Class 8 on-road lineup are the wide- cab T700, narrow-cab T660 and traditionally styled W900, and the medium-heavy T440. T880 is taking over vocational duties from the long-running T800. Extra-heavy-duty C500 and K500 are built primarily for off-road service in North America and overseas. Kenworth heavies are standard with the 12.8-liter Paccar MX-13 with Cummins ISX power as options; the Cummins-made 8.9-liter Paccar PX-9 is used in the T440. Cummins Westport engines serve users of natural gas fuel. has waned in the face of lower diesel fuel prices. Sister company Mack Trucks has made mDrive, its version of I-Shift, standard on the Pinnacle axle-back, its highest-volume highway tractor. "We're not where Volvo's at yet," said Roy Horton, Mack director of product marketing, "but it's growing." Mack's own Maxitorque manual transmissions remain popular in con- struction trucks, and Eaton manuals go in many highway tractors where customers want lower purchase prices. Mack diesels go in a huge ma- jority of its vehicles. The Cummins ISL9 is limited to the Granite MHD and MR low-cabover, and Cummins Westport natural gas engines are used in certain highway tractors and trash trucks. "Vehicle integration is really driv- ing our success," said Mary Aufdem- berg, director of product marketing at Freightliner Trucks, now the dominant truck manufacturer with a 37% share in Class 8 and 42% in Class 6-7. More customers are taking integrated powertrains using diesels and transmissions from Detroit, the captive component maker under the Daimler Trucks umbrella. "We're going to see the continued integration of some components suppliers who partner with OEMs to provide 'integrated solutions,'" she said. Detroit now has a line of axles that Freightliner and Western Star, Daimler's premium brand, are encouraging customers to use, along with Detroit engines and transmissions. Although many manufacturers proclaim a swing to their propri- etary smaller diesels, Aufdemberg sees otherwise: "We're finding that when customers can choose between 13-liter and 15-liter engines, they are selecting the 15-liter, because it delivers the best fuel economy, cov- ers the most duty cycles and has a UPDATE

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