Heavy Duty Trucking

DEC 2014

The Fleet Business Authority

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62 HDT • DECEMBER 2014 www.truckinginfo.com Mack T he Pinnacle axle-back in sleeper-cab (shown) and daycab variants is the principle highway tractor, serving long-haul and regional users. The axle-back model is now standard with the mDrive AMT. Pinnacle axle-forward satisfies bridge-formula requirements or customer desires for more traditional styling. Both are propelled by Mack Power diesels in 10.8-liter MP7 and 12.8-liter MP8 versions. Titan heavy-haul model gets the 16.1-liter MP10. Vo- cational trucks and tractors include the Granite, with MP7 and MP8, and Granite MHD (medium- heavy duty), with Cummins' 8.9-liter ISL9. The midrange-heavy duty ISL9, also offered in the heavy MR low-cab-forward truck (along with the MP7), is the only Cummins diesel Mack offers. It uses Cummins Westport natural gas engines in certain models. Mack has lately been pro- moting its varied Fleet Management Services through Telogis, as well as the standard Guard Dog Connect telematics and servicing feature. Peterbilt M odel 579 tractor with EPIQ package (shown) has all available aerodynamic fairings and "closeouts" (gap covers), and other fuel-saving features to improve fuel efficiency by up to 14% over a base 579, Peterbilt says. An APEX package with an optimized drivetrain is optional for all heavy-duty models and can improve fuel efficiency by up to 4%. The 579 comes in two BBCs, with separate sleepers and with Paccar MX-13 or Cummins ISX12 or -15 diesels. The long-hood 587 has a wider cab and integrated sleeper, and MX-13 or ISX15 power. Other on-highway models are the narrow-cab 386, with MX or Cummins heavy diesels; 384, with Paccar PX-9 and MX-13, Cummins ISL9 and ISX12 diesels, and Cummins Westport ISL9-G and ISX12-G natural gas engines. Traditionally styled 389 has a long hood and MX-13 or ISX15 diesels, while the short-haul daycab 382 can be had with PX-9 or ISL9-G engines. The 382 and 389 can be outfitted as vocational trucks, but the main such products are the narrow-cab 365 and 367, near- new 567 with a wider cab, and heavy low-cabover 320. They come with MX, PX and Cummins power. higher resell value," she said. "More than 60% of engines in the mar- ket now are 15-liter engines – and 65% of those engines are Detroit or Cummins." But the smaller engines are a hit with some customers, as we see with the Volvo/Mack's 13-liter success, as well as that of the Paccar companies, where many buyers take the 13-liter proprietary diesel. "Kenworth has certainly experi- enced growth in sales of the Paccar MX-13 engine as customers have developed an appreciation for its fuel efficiency, reduced weight and lower noise levels transmitted into the cab," said Kurt Swihart, KW's marketing director. Peterbilt is seeing similar results with the MX-13, said Anthony Gansle, marketing manager for on-highway products. Both have engineered fuel-efficiency packages around that diesel: EPIQ and APEX from Peterbilt and Advantage from Kenworth. The partner for both is Eaton and its Advantage automated mechanical transmission. Eaton also partners with Navistar International with the Advantage and UltraShift AMTs, and sells those components to most other build- ers even as their own AMTs have begun squeezing Eaton's share of the business. Proprietary AMTs have also limited the market for Allison's new TC10 automatic transmission, which only Navistar International now offers. Caterpillar's CX31 auto- matic can be had only in Cat Trucks. Eaton's UltraShift vocational-series AMTs and manual transmissions are also available in Cat Trucks. A re-emerging practice is that fleets have begun buying more frequently, UPDATE

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