A changing of the guard is on the horizon as Class 8 heads into the '98 model year.

Freightliner's plans to purchase Ford's heavy-truck business will increase one OEM's Class 8 presence and free another to focus on its light- and medium-duty trucks.

Yet another familiar name has met a change of fortune. As of presstime, Marmon Motors is listed as missing in action. According to a spokesperson at Marmon headquarters in Garland, Tex., the custom OEM has "gone out of business."

All is not quite quiet elsewhere on the heavy-duty front. However, it's not a year for great leaps forward either. Most major OEMs have introduced all-new vehicle families in just the last few years. With that in mind, it's not surprising that many new models now being rolled out represent brand extensions.

Filling out the Class 8 picture are various vocational models and options that indicate the trend toward making more application-specific vehicles available is alive and well.

Ford Ford Motor Co.'s biggest Class 8 news is the pending sale of its heavy-truck business. Once the deal takes effect, Freightliner will attain most of Ford's heavy-duty truck lineup. Included in the acquisition will be two vehicle ranges recently revamped -- the AeroMax and Louisville lines; tooling for the former L-Series, and North American rights to Ford's Class 7-8 tiltcab, the Cargo. However, until the agreement is blessed by the feds, Ford will continue to sell and support these models.

In the meantime, the newest Class 8 announced by Ford is the Louisville 111, which features a 111-in. BBC and set-forward front axle. Ford says the measurement from the front bumper to the steering axle is just 29 in. and front-axle capacities reach up to 20,000 lb. The truck is offered in wheelbases running from 166 to 262 in. and with a choice of two standard engines: a Caterpillar 3126 or Cummins C8.3 diesel. Also available are "premium engines" from Cat, Cummins, and Detroit Diesel that boast up to 435 hp.

"These trucks are specifically designed to meet stringent bridge-law and axle-spacing requirements, which exist in many states," points out Ron Robbins, marketing director for Ford Heavy Truck. He says the Louisville 111 is ideal for use in snowplow, sanitation, utility, and other applications "requiring a severe-duty vehicle with available front PTO."

Freightliner Freightliner Corp., which is moving ahead with its "letter of intent" to purchase the Ford Heavy Truck operation (see Dateline News), is ringing in a number of changes to its existing Class 8 lineup.

New options for Century Class "premium" highway tractors will include a low-chassis height version and a "Driver's Lounge" variation of the 70-in. Raised Roof SleeperCab. A laden fifth-wheel height of 39 in. from the ground, according to Freightliner, makes the low-chassis option "the lowest in the industry."

The OEM says its Driver's Lounge sleeper option gives Century Class operators a "cost-effective" table and seating area that retains separate lower and upper bunks for team drivers. Freightliner also reports it has developed a prototype "Penthouse" sleeper configuration to demonstrate how greater comfort and convenience can be added without increasing weight and length.

Freightliner has redesigned its 64-in. "Hi-Style" sleeper box, which is available on any Classic XL or FLD conventional. The OEM says the sleeper comes equipped with improved "soft-touch" cabinetry; vinyl upholstery; HVAC and audio controls at the bunk; and 12-volt power outlets. The Hi Style provides 79 in. of standup headroom and it now weighs 50 lb. less.

Being offered as an option on Century Class C120/112 and FLD120/112 conventionals is an under-bunk cooler location with a 12-volt outlet. Also new on Class 8s is a 600-hp. version of the Cat 3406E diesel, which the OEM says generates peak torque of 2,050 lb.-ft. at 1,200 rpm. Freightliner is also introducing a 500-hp. Detroit Diesel Series 60 that boasts a torque rating to 1,650 lb.-ft. In keeping with the higher horsepower trend, Freightliner has announced improved "Silencer" sound-insulation packages for FLD models.

A new option on heavy-duty Business Class trucks is an all-wheel-drive (AWD) package that can be built as a 4x4 or 6x6. Available separately on AWD Business Class trucks is a step-frame option that clears the front-drive axle by raising only the front portion of the frame. A new option on Business Class FL112 models is a high-roof extended cab.

As for what's coming up, Freightliner president & CEO Jim Hebe says the OEM will introduce "an entirely new concept tractor and semitrailer for NAFTA applications" next year.

Kenworth Kenworth Truck Co. is rolling out a new sleeper as an extension of its T2000 highway tractor line. According to the OEM, the "medium-sized" 60-in. Aerodyne sleeper will be offered on 112- and 120-BBC versions of the "T2."

KW general manager Ed Caudill says the 60-incher, which joins the 75-in. Aerodyne introduced last year, is aimed at LTL and regional carriers concerned about the maneuverability of sleeper-equipped trucks. Sleeper models with a 112-in. BBC can be spec'd with 11- and 12-liter engines, while 120-in.-BBC units can accommodate engines up to 550 hp. The 60-in. Aerodyne features a standard 39-in. liftable bunk and, like the 75-incher, can be ordered with KW's new VIT Plus diamond-patterned, tuck-and-roll interior.

Also new from Kenworth is a "petroleum/bulk-spec'd" daycab version of the T800 tractor that weighs 12,904 lb. -- or 2,164 lb. less than the base "T8." According to the OEM, the truck reflects a "careful balance of lightweight components, power, and load-handling capacity" that should afford owners a lighter tare weight and drivers a more comfortable vehicle.

This specialty T8 has a 120-in.-BBC measurement and is powered by a 380-hp. Caterpillar C-12 diesel driven through an Eaton Fuller 10-speed. Listed as lightweight components that help improve ride are KW's proprietary Airglide 200 suspension (400 lb. saved) and composite front springs (114 lb.) The OEM says other weight-savers include an Eaton single rear axle with TR400 tag axle (511 lb.); Alcoa aluminum wheels (436 lb.); and Bridgestone wide-base R/A tires (102 lb.).

Mack Mack Trucks Inc. is making available liquefied-natural-gas (LNG) engines for its MR low-cab-forward and LE low-entry truck models. Trucks with this option are powered by a 325-hp. E7G engine, which was evolved from Mack's E7 engine. The OEM says it also plans to offer a 350-hp. E7G in the future for highway applications.

The fully integrated LNG engine is targeted at refuse trucks operated by municipalities that centrally fuel transit buses, as well as large commercial refuse haulers. The power module consists of an E7G natural-gas powerplant and an LNG fuel-storage system. The engine boasts closed-loop, lean-burn electronic fuel management. LNG storage is provided by two super-insulated stainless steel tanks. With either 50- or 100-gal. capacities, the tanks will provide the expected range needed for refuse-collection routes. Mack also states that the E7G's 11.5:1 compression ratio is the highest among natural-gas engines available in the U.S. for on-highway vehicles.

Mack has also introduced the E-Tech, the newest version of its E7 V-MAC diesel. The E-Tech features an electronic unit-pump fuel system and V-MAC III, the OEM's latest-generation electronic engine controls. The new powerplant also comes with a new J-Tech 690 engine retarder, which uses patented technology jointly developed with Jacobs.

According to Paul Vikner, executive vp-sales & marketing, the E-Tech offers "best-in-class fuel economy, throttle response, and engine braking without jeopardizing the E7's established quality and reliability standards."

Based on extensive fleet testing, Mack expects the E-Tech to improve on the previous E7's fuel economy by 2-3% and its throttle response by 20-30%. The E-Tech will be offered as Econodyne conventional-torque-rise; MaxiCruise high-torque rise; and Maxidyne vocational-type models. Ten power ratings from 275 to 460 hp. will be available across these three product families.

Navistar Navistar International Transportation Corp. has added a new conventional daycab to its 9000 Series of Class 8 tractors. The International 9100 is offered as a 4x2 or 6x4 unit and is targeted at regional applications, including fleets running doubles and triples up to 110,000-lb. GCW. Power is supplied by Caterpillar, Cummins, and Detroit Diesel engines rated up to 435 hp.

According to the OEM, the 9100's aluminum cab was designed with the driver in mind. Interior features include National Seating Cush-N-Aire driver seats and self-testing, plug-in, frontal-access gauges. Other standard items are multi-piece SMC hood panels; dual 80- or 100-gal. fuel tanks in painted steel or non-polished aluminum; daytime running lights, and halogen headlamps.

Standard parts and components the 9100 shares with other 9000-Series tractors include a 112-in.-BBC dimension and 46-in. setback front axle. Parts commonality also includes brake, steering, suspension, and fuel systems. According to Dave Johanneson, group vp of Navistar Truck Group, the 9100 can be purchased through Navistar's Diamond Spec custom-spec'ing process and be covered by Diamond Plus, the OEM's upgraded warranty/service package aimed at decreasing vehicle downtime.

The Pro Sleeper Sky-Rise integrated sleeper cab is a new option on International and Eagle 9200, 9300, and 9400 premium conventionals. The 72-in. Sky-Rise provides 102 in. of floor-to-ceiling room, which Navistar says is more than any other raised-roof sleeper. The new sleeper, which joins the Lo-Roof and Hi-Rise Pro Sleeper models, is designed to accommodate driver teams needing additional space.

The Sky-Rise is available with a single or double bunk. Standard features include a new HVAC system and roof insulation of 1-in. mat fiberglass to improve cab climate control. The sleeper also boasts a new roof design that eliminates standard air-fairing equipment, reinforcements, and mounting hardware. According to Navistar, this design saves 50 lb. over "traditional" add-on air deflectors.

Peterbilt Peterbilt Motors Co. says its UltraSleeper, which it unveiled a year ago, is now available for ordering. Based on Pete's patented Unibilt modular construction, the premium sleeper can be spec'd on any Peterbilt Class 8 conventional.

The new sleeper features a full-size bunk with innerspring mattress that folds up into the rear wall; "sofa-style" seats in the living/dining area; standard refrigerator/freezer; fold-down 26- x 40-in. dining table; "entertainment cabinet" with built-in TV antenna; CR; and a "computer center" large enough to also house a printer.

The OEM says that even with its 12-in. sleeper extenders, sloping rear wall, and 4-in. trailer-dip allowance, the UltraSleeper fits on the same wheelbase as the 63-in. High Roof Unibilt sleeper -- but weighs just 200 lb. more. "The UltraSleeper," points out Peterbilt general manager Nick Panza, "incorporates the features of our UltraCab -- a 5-in. higher cab roof and a 10-in. taller walk-through opening."

Peterbilt has also announced a new digital message center designed to supply vehicle-performance data to both drivers and maintenance personnel. The center reports on the status of 24 PM items and stores historical information. Compatible with all electronic engines, the system can provide diagnostics for current and time-stamped events.

Also new is a 46,000-lb. version of Peterbilt's Air Trac suspension. The OEM says the industry trend toward larger rear-axle ratings drove this product development. The trailing-arm unit is designed for vocational applications that must contend with fluctuating GVW restrictions.

Volvo GM Volvo GM Heavy Truck Corp. calls the newest member of its Class 8 VN Series the most spacious of its Integral Sleeper models. Dubbed the Volvo 770 for its 77-in.-deep "living/sleeper area," the new sleeper cab provides 566 cu. ft. of space as well as 78 cu. ft. of storage.

The truck's cabin features ergonomically designed adjustable seats as well as optional leather heated seats. Other interior appointments include a ladder for climbing into the top bunk; climate controls in the sleeper area; and optional work area and entertainment center packages.

According to the OEM, the 770's tightly sealed cab keeps out road and wind noise for interior sound levels "as quiet as a living room." The new model also comes with an exclusive cab air-ride suspension and optimized steering geometry. Standard safety features include a collapsible steering column, deformable steering wheel, antilock brakes, and daytime running lights. The 770 is also available with an SRS driver's side air bag.

Also joining the VN Series is the Volvo VNM, a daycab designed for regional or local-distribution fleets. The VNM has a BBC measurement of 113 in. It is offered with single- or tandem-drive axles and has a 51-in. setback front axle. The OEM notes that the VNM is currently not available with any Integral Sleeper options. Standard VNM powerplant is a 345-hp. Volvo VE D12A-345 diesel. Optional 10-, 11-, 12-, and 14-liter engines from Caterpillar, Cummins, Detroit Diesel, and Volvo are available in a range from 280 to 525 hp. According to Marc Gustafson, Volvo GM president & CEO, the VNM boasts a "compact design and an extremely tight turning circle for excellent maneuverability."

Standard in all VN Series on-highway trucks, as well as other Volvo models, is the OEM's VE D12A engine. The latest edition is designed to be 1.5% more fuel-efficient than the previous model. Volvo GM also says that the engine's driveability characteristics have been improved for greater low-rpm response.

Western Star Western Star Trucks, out of Kelowna, British Columbia, which introduced its Constellation Series of Class 8 conventionals as '97 models, has not yet announced any major changes for its '98 lineup.

The Constellation Series consists of several models covering a wide range of applications, from city delivery and highway transport to construction and logging. The trucks are offered with BBC dimensions extending from 109 to 132 in. Constellation bolt-on sleepers are available in 42- or 45-in. low-roof; 58-in. high- or low-roof; and 66- or 72-in. high-roof designs. Sleepers and cabs are built with prestamped components that, according to Western Star, form an "integral" structural unit.

The OEM also offers its Heritage Series of medium- and long-nose conventionals. Heritage models are available as 4x2 and trucks and tractors, as well as an 8x4 tandem front-steer axle version. The standard engine is Cat's 3406E diesel. With optional engines, horsepower ratings run from 260 to 550 hp.