FLEET OWNER's comprehensive preview of 2000 commercial trucks finds that the economic slowdown isn't slowing the flow of new truck models to market

DaimlerChrysler is making some interesting changes to its Dodge Ram 1500, 2500, and 3500 pickups for 2002: The light-truck line is undergoing its first major design overhaul since 1994.

The most important change will be to the Ram's Quad Cab design, which will be equipped with four full front-hinged doors, rather than the current half-sized rear-hinged doors. Three inches will be shaved off the pickup's cargo bed, giving the Quad Cab more interior room.

Several new lower displacement but higher power gasoline engines will be offered on the 2002 Ram line. A single overhead cam 4.7-liter V8, providing 235 hp. and 295 lb.-ft. of torque, will replace Dodge's current pushrod 5.2-liter V8, with 230 hp. and 300 lb.-ft. of torque. Also, the new SOHC 3.7-liter V6, with 210 hp. and 230 lb.-ft. of torque, will be an option on the 2002 Ram pickup line, compared to its 3.9-liter V6, which provides 175 hp. and 230 lb.-ft. of torque. DaimlerChrysler hinted that for the 2003 model line, an 8-liter V10 and 5.9-liter turbodiesel V6 may become engine options.

On the transmission side, DaimlerChrysler is introducing the 45 RFE 4-speed automatic transmission for its 3.7- and 4.7-liter engines. The 46 RFE 4-speed overdrive automatic for the 5.9-liter V8 and the NV3500 5-speed manual for the 3.7- and 4.7-liter engines remain as transmission options.
Circle No. 327

Ford Motor Co. has made a range of upgrades to its pickups, resulting in four new “light” models to carry it through 2002: the Ranger Edge, F-150 King Ranch SuperCrew, F-150 Harley Davidson SuperCrew, and Platinum Edition Super Duty F-250.

Interior improvements include seat integrated restraints on all F-150 SuperCrew cabs, as well as 60/40 split bench seats and captain's chairs. Powertrain improvements result in a “power improved” 4.6-liter Triton engine that delivers 231 hp. A four-wheel antilock braking system is now standard across the F-Series line, including XL models.

Although the Work Series line has been eliminated, essentially the same specs are available as a Work Truck Option on XL models. The SuperCrew cab option is retained, however, with four full-size doors and seating for six adults.

ABS is now standard on all F-250 SuperDuty trucks. An upgrade to a 7.3-liter International Powerstroke V8 diesel is now optional. Gasoline engine options remain the 5.4-liter Triton V8 and 6.8-liter Triton V10.
Circle No. 328

General Motors Corp. sees few changes in 2002 to the line of 3/4- and 1-ton pickups introduced last year. The HD line (heavy duty) GMC Sierra and Chevrolet Silverado pickups come in three modular frames: the 2500 HD, 3500 and Chassis Cab configuration. At the lighter end of the line is the 2500 HD, with a 9,200 lb. GVW. The 3500 comes in a regular 2WD package as well as a 4WD “dualie” chassis; GVW for both is 11,400 lb. The Chassis Cab is a four-door dualie model available in 2WD at 11,400 lb. GVW and 4WD at 12,000 lb. GVW.

The trucks are equipped with GM's powerful 6.6-liter turbocharged Duramax diesel engine. Built by DMAX Ltd., a joint venture between GM and Isuzu, the Duramax 660 provides 300 hp. at 3,100 rpm, and 520 lb.-ft. of torque at 1,800 rpm. On the gasoline side, GM has the 8.1-liter Vortec V8, which provides 340 hp. at 4,200 rpm and 455 lb.-ft. of torque at 3,200 rpm. There is also a revamped 6.0-liter Vortec 6000 gasoline engine with 300 hp. at 4,400 rpm.

The ZF 6-speed manual and Hydra-Matic 4L80-E 4-speed automatic transmissions are standard for those pickups; an upgrade to the Allison 1000 5-speed automatic is optional. The Allison package comes with an exclusive design feature called “grade braking,” which automatically downshifts depending on the speed of the vehicle and the steepness of a descending hill.
Circle No. 329

As part of an upgrade to its Frontier light-duty pickup line, Nissan is introducing the 2002 Frontier Crew Cab Long Bed. The vehicle's box measures a full 74.6 in. long, with an additional 15 in. for the wheelbase. Extensive frame reinforcements include an additional crossmember. Both the longer wheelbase and reinforced frame contribute to ride comfort, according to Nissan. The Frontier Crew Cab Longbed will be available in three model designations — XE, SE and SC.

Interior upgrades include an all-new instrument panel and meter cluster, new center console with map pocket, 25% larger glove box and up to three power outlets.

A full range of engine options are available, including a 4-cyl. V6 and a 210-hp. supercharged V6.
Circle No. 330

Toyota won't be making many changers to its Tundra line of full-size pickups for 2002. The Tundra can carry more than 2,000 lb. of payload and has up to 7,200 lb. of towing capacity. Its ‘i-Force’ 4.7-liter V8 engine is also one of the first V8s in the segment to achieve a low emission vehicle (LEV) classification. The engine delivers 245 hp. and 315 lb.-ft. of torque. Standard on the Tundra is a 3.4-liter double-overhead cam, 24-valve V6 engine, which generates 190 hp. and 220 lb.-ft. of torque.

Cab configurations for the Tundra are a two-door regular-cab with an 8-ft. bed, as well as a four-door Access Cab with a 6.5-ft. bed. Both 2WD and 4WD are available. V8 and V6 engines are matched to a 4-speed automatic transmission; the V6 is also available with a 5-speed manual transmission. Other features include a locking tailgate, dual 12-volt power outlets, and High Solar Energy-Absorbing glass.
Circle No. 331

Workhorse Custom Chassis designed a Class 2 version of its step van in 2001 to compete in the cargo van market. The FT1061 step van is touted as a “stand-up” alternative to cargo vans. The new model has a GVWR of 9,400 lb., a 125-in. wheelbase, and a 10 ft. 6-in. load space. In addition, it boasts a 76-in. ceiling height, which makes it easier to do the kind of “indoor” work that is common to plumbing, electrical and other trade jobs.

By adding a shorter wheelbase model to its semi-custom step van program, Workhorse wants to bring the advantages of its integrated step van to those companies that have previously operated cargo vans. The FT1061 offers nearly 68 sq. ft. of floor space, and the back step is only 20 in. high — a considerable difference from the 30-in. drop found in most cargo vans. The FT1061 is powered by a GM Vortec V8 gasoline engine with sequential port fuel injection. It comes equipped with antilock brakes, power steering, and independent front suspension.
Circle No. 332

Bering has few changes planned for its medium-duty line in 2002, focusing instead on ramping up production at its new plant in Front Royal, Va. The LD15A covers the low end of the line, with GVW ratings of 14,510 and 18,000 lb. Powered by a 6-cyl. DDC D638 diesel with 160 hp., it is spec'd with a 4-speed Allison automatic transmission; wheelbase options range from 116 to 176 in.

For Class 6, Bering offers the MD23M (23,000- and 30,000-lb. GVW); the MD23A (23,000- and 30,000-lb. GVW); the MD26M (25,510- and 30,000-lb. GVW); and the MD26A (25,510- and 30,000-lb. GVW). All are powered by Cummins 215-hp. ISB 6-cyl. diesels. The MD23M and MD26M have 6-speed manual transmissions from Eaton or ZF, while the MD23A and MD26A come with 5-speed Allison automatics.

All Bering trucks are cabovers, with the cabs designed and built by South Korean OEM Hyundai and then shipped preassembled to the U.S. Cabs are spec'd with air-suspension seats and feature a wraparound dash design that puts controls within easy reach.
Circle No. 312

Ford Motor Co.'s line of medium-duty trucks — Class 3 through Class 7 — will remain relatively unchanged in 2002. Four-wheel antilock braking systems and towing packages are now standard equipment on all vehicle packages for the Ford Super Duty F-350, F-450, and F-550, along with power disc brakes and 4-speed automatic transmissions. GVW ratings for the three are 9,900 to 12,500 lb, 15,000 lb., and 17,000 or 19,000 lb., respectively.

The standard engine remains the 5.4-liter Triton V8, rated at 235 hp. with peak torque of 335 lb.-ft. Other engine options are the 6.8-liter Triton V10 and 7.3-liter Powerstroke V8 diesel, built by Navistar for Ford.

The F-650, the Class 6 designation, is rated at 26,000 lb. GVW, while the Class 7 F-750, is rated at 30,000 and 33,000 lb.

Diesel engine choices continue to be the Cummins 5.9-liter ISB, Caterpillar 3126E, and 7.3-liter International Powerstroke. The Cummins ISB is available with horsepower ratings of 175, 190 and 195, while Caterpillar's 3126E has options of 190, 210, 230 and 250 hp. The 7.3-liter Powerstroke has only one rating for these models, 210 hp.

Manual transmission options remain Eaton's 5-, 6- and 7-speeds, along with the Allison AT and MD automatics, complete with torque converters.
Circle No. 313

Freightliner Trucks' big news is the arrival from Europe of its Sprinter commercial van. The Class 2-3 Sprinter, originally developed in Europe by the OEM's parent, DaimlerChrysler, will be manufactured in Germany and assembled in the U.S. It will be initially offered in cargo and passenger van configurations. A cab/chassis version will become available next year. As Freightliner sees it, the Sprinter fits into the light-duty commercial market between heavier walk-in vans and lighter automotive-based vans.

Sprinters will be offered in two interior roof heights — 64-in. standard and 73-in.-high roof — and three wheelbase lengths: 118, 140 and 158 in. Standard cargo van GVWR is 8,550 lb. with 4,123 lb. of cargo capacity. The 9,900-lb.-GVWR version offers 5,105 lb. of payload capacity. Besides the Sprinter's interior heights, nearly vertical sidewalls and full-height rear doors, the OEM says the van's “most productive differentiator” is its Mercedes-Benz 5-cyl. inline turbodiesel with 156-hp. rating. According to Freightliner, the Mercedes engine provides the performance of a V8 gasoline engine yet ensures a “smooth-running van with greater fuel economy.” Other key features include an ergonomic interior, tight turning radius, standard power-assisted rack and pinion steering, and 4-wheel antilock disc brakes.

As for Freightliner's bread-and-butter Business Class medium-duty line, all models continue basically unchanged. However, 6-speed Mercedes-Benz manual transmissions will be available for 2002. The direct-drive MBT520S-6D is for trucks rated up to 40,000-lb. GCW while the overdrive MBT660S-6O is for trucks up to 60,000-lb. GCWR. The transmissions, which have hydraulically actuated clutches, are compatible with medium-duty engines built by Caterpillar, Cummins and Mercedes-Benz. Both models come with a standard right-hand SAE six-bolt PTO port and carry a 3-yr./150,000-mi. warranty.
Circle No. 314

General Motors plans to launch a new line of medium-duty trucks in 2002 to update its venerable GMC and Chevrolet C-Series. Code-named the GMT560, the new trucks will have GVWRs ranging from 16,000 to 61,000 lb., reaching the low end of the Class 8 market. Initially, the trucks will arrive in a variety of 2WD configurations, designed in regular cab, commercial and recreational vehicle cutaway configurations. Four-wheel drive and crew cab models will be available in late 2002 and early 2003.

Though scheduled for release in 2002, GM considers these vehicles, which boast a wide range of improvements, to be 2003 models. The radiator, engine and transmission have been shifted back a few inches to increase the slope of the truck's hood, enlarging windshield space by 25% for better forward visibility. Cabs for the GMT560 trucks are said to be 50% quieter and roomier. Class 6 and 7 models have three more inches of width and an inch of height compared to GM's TopKick cabs, for example. Maneuverability has been improved through a redesigned steering system, setback front axles, and longer front suspension springs, with wheelcuts of up to 52 deg.

Numerous wheelbase options are available for GMT560 vehicles. Models 4500 and 5500 (Class 4 and 5) have up to six wheelbase options. The 6500, 7500 and 8500 units (Class 6, 7 and 8) have 17 wheelbase options, ranging from 128 to 308 in.

The 4500 and 5500 can be spec'd with gasoline or diesel engines: the Vortec 8100 V8 (225 and 325 hp.), and the Duramax 6600 (210 to 300 hp.), respectively. Transmission options include the ZF 650 6-speed manual, Allison 1000 and Allison 2400 5-speed automatic.

The 6500, 7500 and 8500 have a wider range of diesel options, including the Duramax 7200 at 175 to 210 hp.; the Duramax 7800 at 200 to 275 hp.; and the Caterpillar 3126E at 190 to 300 hp. The gasoline option is again the Vortec 8100.
Circle No. 315

Hino Diesel Trucks is making a big shift to automatic transmissions for its 2002 model-year vehicles. The Allison MD 3060, with park provision and spring brake, will be standard on Class 7 units — the SG 3320 (32,900 lb. GVW; 200 hp.) and SG 3325 (32,900 lb. GVW; 252 hp.) The SG 3325 is also available with an RT 8709 Eaton Fuller transmission option for fleets that work both on- and off-highway. Hino will offer its own MFO6S 6-speed air assist manual transmission, which provides easier shift control and clutch operation, for both SG models. The SG chassis will feature a longer wheelbase in 2002, accommodating truck bodies up to 28 ft.

Hino's FF 3020 (33,000-lb. GVW) will also receive an Allison automatic transmission package, but without a park provision; it will have a driveline park brake. Hino said as more medium-duty fleets try to get below the 30,000-lb.-GVW limit to avoid the CDL requirement, interest in this chassis model is dropping off.

By contrast, the FE 2620 (25,995 lb. GVW) and FD 2320 (23,000 lb. GVW) are gaining market share. Both will be equipped with Allison 2400 5-speed automatics, including park provision. They will also have lock-up torque converters, PTO capability and a standard exhaust brake.

At the low end, Hino's FB 1817 (17,600 lb. GVW) and FA 1517 (15,000 lb. GVW) will have longer wheelbases to accommodate the longer bodies that are popular in the medium market. The FA model line gets a new 165-in. wheelbase so it can handle 18-ft. bodies.
Circle No. 316

International Truck & Engine Corp.'s all new line of medium-duty trucks — the International 4000 Series — are part of the OEM's new “High Performance Trucks” family. “This is truly a new class of truck designed to perform on a higher level and built to deliver true, quantifiable value,” says Steve Keate, president of International's truck group.

The OEM says the new models are well-suited for a variety of applications, including P&D, utility service, beverage, delivery, auto recovery and emergency service.

According to International, the “High Performance” tag on the new line is more than hype. The OEM offers these added-value figures for 4000 Series vehicles, based on 200,000 ownership miles: $1,062 for improvements in preventive maintenance; a 20% overall reduction in repair time (valued at $500); a $1,000 to $2,000 increase in driver productivity and retention; and up to $2,260 in savings due to new design features.

The 4000 Series features an electronically integrated powertrain. International says that matching transmission shift points with engine power curves increases driver control, vehicle reliability and fuel economy. The powertrain boasts enhanced versions of the International DT 466 and DT 530 midrange diesel engines driven either through Allison automatic transmissions with exclusive shift schedules or manual transmissions with gear ratings developed specifically for the International engines' power characteristics.

All 4000 Series models have a setback front axle and 50-deg. wheel cut to enhance maneuverability, and a sloped hood for improved visibility out of the cab. Entering and exiting the cab is aided by low offset steps paired with wider door handles and grab handles inside the cab. Inside the cab, driver comfort is enhanced by improved pedal placement, 4½ in. more belly room, and a new HVAC system that provides improved cooling, heating and defrosting flow.

The new trucks also come equipped with a multiplex electrical system, lighter but stronger frame rail system, standard taperleaf spring front suspension, and a rear suspension with rubber auxiliary springs.

According to International, full production of the 4000 Series is already under way.
Circle No. 317

American Isuzu Motors is bringing out a crew cab for its 2002 model-year trucks. The N-Series NQR Crew Cab, which holds seven, comes on a 14,500-lb.-GVWR chassis. Two wheelbases are offered: a 150 in. for 12-ft. bodies and a 176 in. for 16-ft. bodies. The same wheelbase and body length options are also available on a 17,950-lb.-GVWR chassis.

American Isuzu also has a host of other changes for its entire 2002 lineup of low cab forward trucks. Model choices start with the Class 3 through 4 N-Series trucks. In the Class 5 segment, Isuzu offers the NQR and FRR. Class 6 and 7 offerings include the FRR, FSR, FTR and FVR models.

N-Series trucks now feature self-adjusting front-disc and rear-drum brakes, as well as antilock brakes as standard equipment. For NPR models, the 30-gal. fuel tank is mounted between the frame rails. More open space along the frame rails makes it easier to mount compartment-type bodies or storage boxes.

The 2002 Class 3 NPR GAS and Class 4 NPR HD GAS are equipped with a U.S.-built 5.7-liter engine that produces 250 hp. and 330 lb.-ft of torque. The 2002 NQR adds a Class 5 weight specification of 17,950-lb. GVW and a body payload capability ranging from 10,382 to 10,592 lb. Available in four wheelbase choices, the NQR can handle bodies from 12 to 20 ft.

The new 2002 Class 5 FRR was conceived and built to offer fleets an 18,000- to 19,500-lb.-GVWR vehicle, with a 7.8-liter 6-cyl. Isuzu engine delivering 200 hp. and 441 lb.-ft of torque. The standard transmission is an Isuzu MLD6Q manual 6-speed with overdrive; Allison AT542 4-speed automatic is optional.

The 2002 Class 6 and 7 FTR now include 140- and 248-in. wheelbase models, with a GVWR of 25,950 lb. for Class 6 and 30,000 lb. for Class 7.
Circle No. 318

Kenworth Truck Co. has made a number of improvements to its Class 6-7 T300 conventional. Dana Spicer's Low Maintenance System (LMS) bearing and seal package is now standard on the front steering axle of all T300s. The LMS hub package includes Timken half-tolerance bearings, a precision bearing spacer, Dana Spicer Outrunner oil seals and ConMet aluminum hubs. KW says benefits of the package include expected longer bearing life, longer seal life, better bearing control and a 3-yr./350,000-mi. warranty.

Now available on Class 6 T300 models is a Bosch hydraulic disc brake option. The braking system comes with the HydroMax brake booster, WABCO antilock modulator valve and Bosch zero-offset pin slide calipers. The brake option is specifically available on the Class 6 T300 when ordered with a Caterpillar 3126E engine (in ratings from 190 to 250 hp.) and Eaton Fuller 6-speed manual. The package also includes a cable-actuated driveline parking brake.

On Class 7 T300s, Kenworth has added an option that allows upgrading the front axle and related components to a 13,200-lb. rating. KW says this allows a Class 7 unit to handle “somewhat heavier than standard” loads without sacrificing ride and steering ability.

Kenworth is offering two new options on T300 models spec'd for the fire and emergency vehicle market. These trucks can now be ordered with a Leece-Neville 270-amp alternator with cab cutoff switch. This alternator is currently being offered with an ISC Cummins engine. The MGM TR 3036 spring brake is also available.

The OEM has also made several options newly available on its Class 6-7 K300 cabover. The trucks, which feature Cummins ISB engines (in ratings from 185 to 240 hp.), can now be spec'd with a 6-speed Eaton Fuller AutoShift transmission as well as with the previously offered Eaton Fuller 6-speed manual. Now available is an optional 10,000-lb. Dana Spicer front axle, offered in addition to the standard 12,000-lb. rating. Other new K300 options include self-adjusting Fuller Solo clutch, exhaust brake, and single-passenger seat with center storage console and cup holder.
Circle No. 319

Mack Trucks is rolling out an entirely new line of medium-duty trucks, the Freedom Series, to replace its Mid-Liner Series. The cabover Freedom vehicles are being offered in a range of four Class 6 and 7 models. According to Mack, each Freedom model has been designed to significantly reduce operating costs while maximizing operator comfort and efficiency. The OEM says the new trucks also “demonstrate best-in-class maneuverability.” The Freedom Series models are designated the M, L, XL and XXL. Each is available in one of two cab sizes — the Standard cab with a 63-in.-BBC and the XTRa cab with a 79-in.-BBC measurement.

With 17.5-in. wheels, the Class 6 M model offers one of the lowest cab heights among competitive medium-duty vehicles and allows for one-step cab entry. The truck also has a very low loading height, which Mack says Mack says makes it ideal for retail and wholesale deliveries. The Class 6 L and Class 7 XL models feature 19.5-in. wheels, two-step cab entry. The OEM says they also provide easier cab access than competitive models. The Class 7 XXL model has 22.5-in. wheels, two cab steps and a standard frame height. Both the XL and XXL models are available in GVW ratings ranging from 26,000 to 35,000 lb.

All Freedom Series trucks are powered by the Mack E3 diesel engine with either a standard rating of 210 hp. or optional 250-hp. rating on XL and XXL models.
Circle No. 320

The big news for Mitsubishi Fuso Truck of America in 2002 is that it will begin offering a crew cab model for its FE-SP line. The crew cab model, which holds seven, features a 165.4-in. wheelbase, 175-hp. engine, 14,500-lb. GVWR, and a usable cab-to-rear-axle capacity of 108 in. The truck can be fitted with dump bodies in the 13- to 14-ft. range, and lawn service bodies up to 16 or 17 ft. For dry van applications, the crew cab-equipped FE-SP can handle 14- to 16-ft. bodies.

Also beginning with the 2002 model year, the Mitsubishi Fuso FM-MR 6-speed manual and the FM-SP 10-speed manual will be available in a new 144.9-in. wheelbase, a design suited for tanker service and short-length dump body applications.

Further changes for the 2002 model year include clutch pump brackets for the Mitsubishi Fuso FH, through DewEze Manufacturing. The brackets, which are belt-driven directly from the engine, will be helpful to wrecking and auto recovery applications. Bracketry Systems will provide compressor brackets.
Circle No. 321

Peterbilt Motors Co. has introduced driver-comfort enhancements to its Class 6-7 Model 330 conventional. Chief among these is an optional extended rear window for the Model 330's Unibilt cab. This provides an additional 2 in. of rearward seat travel for greater leg and belly room. The optional window will be available in standard or dark tinted glass.

The OEM is now making its proprietary Ultraride seat available with an integrated air-seat base on the Class 6 Model 330. According to Pete, this option provides the “luxury feel” of an air-ride seat in a Class 6 truck, which, due to its hydraulic braking system, does not come with an engine air compressor. Instead, this seat boasts its own electric compressor as well as easy-to-reach height adjustment controls.

Model 330s that are not equipped with a full bench seat come with a new floor-mounted cup holder setup that includes a place for two standard-sized drinks and one “jug” holder for extra-large fountain drinks. The assembly also includes a coin tray and clipboard-sized storage area. And optional on all Model 330s is a new driver-side manifest pouch on the lower half of the door sized for keeping maps, ledgers and other items close at hand.

Peterbilt has announced no changes to its other medium-duty truck series, the cabover Model 270.
Circle No. 322

Sterling Truck Corp.'s medium-duty (Class 5 and up) Acterra line continues virtually unchanged, although some new options have been added. First among these is a new sleeper box. Another option is the Eaton Fuller Automatic 6-speed “two-pedal” transmission. The gearbox is based on Eaton's AutoShift transmission for medium- and heavy-duty trucks. An electronic control unit is added that enables communication between the engine and transmission, and an electromechanical shift control replaces the driver's hand on the shift lever. According to Sterling, the option is an “excellent choice” for customers wanting the ease of use of an automatic and the serviceability of a manual.

Sterling is also making available a pair of 6-speed Mercedes-Benz manual transmissions. The direct-drive MBT520S-6D is for trucks rated up to 40,000-lb. GCW, while the overdrive MBT660S-6O is for trucks up to 60,000-lb. GCWR. The transmissions, which feature hydraulically actuated clutches, have a standard right-hand SAE six-bolt PTO port and are covered by a 3-yr./150,000-mi. warranty.
Circle No. 323

UD Trucks is not making many changes to its medium-duty models for 2002. The truck maker builds nine models that cover Class 3-7. Class 3's UD 1200 has a GVWR of 12,000 lb., while the Class 4, UD 1400, is rated at 14,250 lb. For Class 5, UD offers the 1800CS (City Spec) and the 1800HD (Heavy-Duty), both with GVWR of 17,995 lb. UD makes three models for Class 6: the 2300LP (Low-Profile) and 2300DH (Dock-Height), both a 23,000-lb. GVWR; and the 2600, with a 25,995-lb. GVWR. The Class 7 unit is the UD 3300, with a GVWR of 32,000 lb.

UD says the heart of its vehicles is the Nissan Diesel FD46TA engine, a direct-injection turbocharged and intercooled diesel. Engines for the 1200 and 1400 are rated at 145 hp., with the 1800CS engine rated at 175 hp. In the heavier Class 5-7 applications, 225-hp. ratings with 492 lb.-ft. of torque are available.
Circle No. 324

Workhorse Custom Chassis is adding a new powertrain to its venerable P-47 step-van chassis. Starting in August of this year, Workhorse will offer the new Cummins ISB4 diesel engine, along with Allison's 5-speed LCT 1000 automatic transmission.

In the third quarter of this year, Workhorse will begin offering its new 2002 chassis design, called the W-Series. A 19,500-lb.-GVW model will be introduced first, followed by a 16,000-lb.-GVW model.

The initial gasoline engine option for both packages will be General Motors' Vortec 8100 8.1-liter V8, rated at 340 hp. with 455 lb.-ft of torque. A diesel engine package will be offered as well, although Workhorse won't discuss details at this time. Allison's LCT 1000 5-speed automatic will be the transmission package offered for the W-Series.

For 2002, Workhorse is adding a 9-ft. 3-in. step van body to its FasTrack line. To appeal to the cargo van market, the new step van will be available in four types of interior designs — tool storage bins, workbenches, etc. The FasTrack program, which offers five van sizes with a variety of preset interior designs, enables the company to deliver a vehicle in four weeks; final dealer upfitting takes as little as ten days.
Circle No. 325

Bering Truck Corp. has rolled out a heavy-duty mixer chassis called the HDMX that is spec'd with a Bering Caterpillar C-12 diesel engine (380 hp.) and an Eaton Fuller 11-speed manual transmission package, the RTO14909ML. The chassis has a 193-in. wheelbase configuration, a GVWR of 66,000 lb., and full-air antilock brakes. The HDMX is also equipped with Precision mixer technology for improved drum efficiency and performance. The latest Sauer-Sundstrand Transit Mixer System provides 9 cu. yd. of capacity.

Bering also offers two Class 8 tractor models: the single rear-axle HDST and twin rear-axle HDTT. The HDST tractor has a GVWR of 80,000 lb., wheelbase options ranging from 136 to 180 in., a Caterpillar C-10 diesel engine with 305 hp., and a 10-speed manual Eaton FRO-11210B transmission. The HDTT twin rear-axle tractor has a GVWR of 80,000 lb., a Caterpillar C-12 or Cummins ISB diesel engine option with 380 hp., and a 10-speed Eaton FRO-14210B manual transmission.
Circle No. 333

Freightliner Trucks has rolled out a DX (Deluxe) edition of its Columbia heavy-duty truck. According to the OEM, the new model is designed for buyers “who desire a traditional look in a high-value, aerodynamic Class 8 truck.” Freightliner says the DX comes as a package of exterior treatments, interior additions and performance enhancements. Chief among these are standard noise-reduction and ride-improvement packages. Options on the DX include engine ratings up to 600 hp. and a 1,350-sq.-in. aluminum radiator. The DX is offered in various configurations, including day cab, 70-in. Raised Roof SleeperCab, 70-in. Mid-Roof XT, 58-in. Raised Roof, 70-in. Mid-Roof, 58-in. Mid-Roof, and 48-in. Mid-Roof.

The OEM has also added a lightweight version of its Century Class S/T model targeted specifically at dry and liquid-bulk haulers. Its aluminum cab and lengthy list of weight-saving components shave an estimated 1,200 lb. off the Class 8 truck. The lightweight S/T is available either as a 112- or 120-in.-BBC model in a variety of cab and sleeper setups. The trucks can be spec'd with a complete range of lightweight components — ranging from engines to tires and suspensions.

Also new from Freightliner is the Coronado, its new premium tractor. According to Freightliner, the long-nose, 132-in.-BBC conventional was designed specifically to marry the traditional look that owner-operators prefer to the latest technology for driver comfort, fuel efficiency, productivity and safety. The Coronado will be offered as a day cab or with the choice of a 70-in. Raised Roof SleeperCab or 70-in. Mid-Roof XT SleeperCab. Its standard engine is a 500-hp. Detroit Diesel Series 60. The truck features “subtle” aerodynamics, says Freightliner, including a sloped, curved windshield and side extensions to the chrome sun visors and aerodynamically shaped mirrors.

Versions of the low-cab-forward Condor for concrete-pumping and front-loader refuse applications have also joined the Freightliner lineup. According to the OEM, the trucks can also accommodate rear loaders, side loaders, automated residential loaders and roll-off containers. It can handle front snowplow mounts to allow the truck to pull double-duty in the winter months.

Other changes at Freightliner include availability of the new Michelin X-One wide-base single tire. The OEM notes that the X-One replaces dual rear tires with a single one that boasts a larger contact surface to both save weight and cut fuel costs. Also new is a tubular side airbag system for Freightliner Century S/T conventional and Argosy cabover trucks. Freightliner says the system is designed to reduce injuries to truck drivers during rollovers by cushioning their heads.
Circle No. 334

International Truck & Engine Corp.'s newest Class 8 is the International 8500 Series tractor. According to the OEM, the latest addition to its “High Performance Trucks” family is designed for regional-haul customers and sets a new benchmark in “value-driven performance.” International says the new 107-in.-BBC model offers the industry's best in vehicle serviceability, life-cycle costs and driver productivity.

Key features include a multiplex electrical system, increased payload capacity, and a tighter turning radius with 50-deg. wheel cut. Standard power is the International HT 530 engine — making it the first regional-haul vehicle to exclusively offer an International-brand engine. That engine is a lightweight inline 6-cyl. diesel with an electronically controlled, variable geometry turbocharger that delivers up to 340 hp. with 700 lb.-ft. of clutch-engagement torque.

Other standard features include parabolic, taperleaf front springs with shock absorbers and a three-piece, sloped hood with replaceable fenders and grille. Driver comfort is addressed with an entire package designed for the regional hauler that incorporates more head and belly room, a 100% improvement in HVAC performance, and an ergonomic dashboard wing panel. The tilted, swept-back and curved windshield provides 50% more surface area for improved peripheral and forward vision. Entering and exiting the cab is made easier by evenly spaced, wide-tread offset stair-type steps.

Full production of the International 8500, which will be offered only as a tractor, begins in October.

The Class 8 International 7000 Series (7300, 7400 and 7500 models) of High Performance Trucks for severe-service applications are slated to enter production by year's end. These trucks will replace the OEM's 2000 Series. As of press time, the OEM would provide no further details on these trucks.
Circle No. 335

Kenworth Truck Co. has made numerous improvements to its flagship T2000 model. Now standard on the T2000 is Truck-Lite's new 7-in. round, complex reflector headlamp. The headlamp's complex optical system reduces driver fatigue by increasing the amount and distribution of the light on the road compared to a sealed-beam system, said KW.

A new interior package for the T2000 60-in. Aerodyne model includes additional storage space, a 42-in. liftable bunk, and choice of standard Splendor or optional Diamond VIT trim. KW is now making ZF Meritor's FreedomLine automated mechanical transmission available in the T2000.

The OEM is also releasing a new cab interior for its Class 8 T600, T800, W900 and C500 models. It boasts advanced ergonomics, an improved HVAC system, added storage and contemporary styling. To improve both ergonomics and convenience for drivers, the interior features a standard wraparound instrument panel, an easy-to-reach location for an AM/FM radio, and rotary controls for the HVAC system. The dash also has rocker-style switches in the key-switch panel, a dedicated light-switch panel, and a flush-mounted knob for the wiper switch. Under-dash trim and a steering-column shroud fitted underneath with soundproof insulation help dampen noise.

Kenworth is making the Dana Spicer Premium-40 tandem drive axle standard on all Class 8 truck models. The 40,000-lb. Premium-40 axle is also designated as the DSP 40. According to KW, it's designed to meet the demand for improved axle performance in conjunction with more powerful engines and higher payloads.
Circle No. 336

Mack Trucks is introducing its Granite Series of heavy-duty vocational trucks for the new model year. According to the OEM, the trucks are targeted to solidify traditional Mack strengths, as well as to generate new opportunities for sales in various geographical and vocational market segments. Thanks to the variety of Granite configurations available, Mack says the new line offers everything from a cost-effective “basic specification” truck for fleets to a high-end premium vehicle for owner-operators.

Among the body applications suited for the Granite chassis are: nonbridge formula mixers, dump beds, refuse packers and vocational tractor applications, such as for hauling lowboy trailers. Mack is also offering the Granite Bridge Formula truck as a lightweight, yet highly durable model for use in those areas of North America where vehicles must conform to strict bridge formula regulations.

The OEM's E-Tech engine comes standard on all Granite trucks. The in-line 6-cyl. diesel is available in ratings ranging from 300 to 460 hp. Also standard on Granites is Mack's new line of Maxitorque ES transmissions, which the OEM says offer a range of speeds, gear ratios and PTO options to satisfy all vocational assignments. More details on the new Granite line are expected to be released this month.
Circle No. 337

Peterbilt Motors Co. is making various improvements to its Class 8 offerings. The OEM's new proprietary FLEX Air tandem air suspension is 400 lb. lighter than the maker's current Low Air Leaf tandem. Rated at 38,000 lb., the FLEX Air adds low chassis height and better ride to its low installed weight, according to Pete. It's available on Model 379, 387, 385 and 378 trucks.

Also newly available is the lightweight Dana Spicer Premium-40 (DSP 40) tandem drive axle, now standard on all Peterbilt Class 8 over-the-road models.

Designed for use with higher-horsepower engines with torque ratings up to 1,850 lb.-ft., the DSP 40 features hypoid primary gearing in a full range of axle ratios. Warranty in linehaul applications is 5 yr./750,000 mi.

Peterbilt also reports it has inked an agreement with Delphi Automotive Systems to offer satellite digital radio service in its premium Model 387 and 379 trucks. The Delphi ConcertClass audio system will be set up to receive nationwide programming from both the XM Satellite Radio and Sirius Satellite Radio subscription services.

A new in-dash GPS-navigation system is optional on the Model 387. Pete says the Alpine DVD Vehicle Navigation System gives drivers turn-by-turn visual and audio directions as they travel toward their destination, tracking the vehicle's location and speed to help ensure that exits and turns are not missed.

Users can input information and control the system via a color display monitor or a wireless remote. System features include map zoom, destination search, detour routing, landmarks and points-of-interest display, and a GPS clock that keeps accurate time, even when time zones are crossed.

The Model 387 can now be ordered with the Cummins N14 engine. It is offered in ratings from 350 to 525 hp. According to the OEM, the engine strikes a desirable balance between power, fuel economy and dependability, while enjoying a reputation for long life to overhaul and easy uprating to increase resale value.
Circle No. 338

Sterling Truck Corp. has announced a variety of enhancements for its L-Line heavy-duty vocational trucks. The OEM's proprietary air-ride cab suspension is now standard equipment on straight trucks up to 98,000-lb. GVW and on all tractors up to 190,000-lb. GCW. Previously, cab air ride was available only on highway tractors.

An optional bumper with center-pull capability features a heavy-duty steel crossmember behind the center section with a tow eye that protrudes through it. This allows a truck to be towed out of heavy mud without laddering or distorting the frame, says Sterling. It is available on tractors and trucks up to 190,000-lb. GCW.

A pedal option suspends the accelerator, clutch and brake pedals from the firewall. In the standard configuration, the accelerator and clutch pedals are suspended while the brake pedal is mounted on the floor. Sterling says suspending all the pedals helps prevent the accumulation of dirt and debris on the floor and around the pedals.

The company has also enhanced the electrical system for both L-Line and A-Line heavy-duty highway tractors. The system makes it easier to customize a Sterling truck's wiring and to add electrical functions. There is now a minimum of six standard locations for body manufacturers to use when making power connections to the chassis, including under the hood, inside the cab and behind it.

Versions of the Class 8 low-cab-forward Condor for concrete-pumping and front-loader refuse applications have also joined the Sterling line. According to the OEM, the trucks can also accommodate rear loaders, side loaders, automated residential loaders and roll-off containers. It can also handle front snowplow mounts to allow the truck to pull double-duty in the winter months.

Sterling is offering the new Michelin wide-base single tire for linehaul applications. The OEM says the X-One replaces dual rear tires with a single unit that has a larger contact surface to save weight and cut fuel costs.
Circle No. 339

Volvo Trucks North America's newest addition is the Class 8 VHD lineup, which is replacing the WH straight trucks and Autocar truck and tractor models.

The VHD line, which numbers 16 truck and tractor models, is being manufactured at the OEM's New River Valley plant in Virginia. The all-new vocational truck, based on Volvo's VN on-highway platform, includes set-back and set-forward front axle models with axle configurations ranging from 6×4 to 12×4. It even provides options for up to three factory-installed auxiliary lift axles.

The standard VHD engine is Volvo's VE 345 diesel. Optionally available are Volvo and Cummins engines in ratings up to 465 hp. The VHD boasts six frame-rail options to accommodate a wide variety of applications and weight requirements. It also features a standard rail that Volvo says is as strong as a double frame, while weighing up to 6 lb. less per foot.

Recognizing that third-party body builders usually outfit vocational trucks with work bodies, Volvo says it designed the VHD for simplified body installation. The OEM points out that the back of the cab is free of components, and there are easily accessible built-in junction blocks and air manifolds for reliable electric and air connections.

Inside the VHD cab, a console mounting plate provides room for pass-throughs and wiring harnesses so there is no need to disassemble cab components.

Other vocationally oriented features of the VHD include customized warranties offering coverage based on the truck's actual application. The OEM reports it will also offer a real-time remote-diagnostic program for the VHD that will allow Volvo factory engineers to run diagnostic tests on vehicles at fleet shop locations.

Volvo has also developed an integrated package of support services and products for its VN and VHD heavy-duty truck lines. The PRISM (Performance Integrated Systems Management) system has features for drivers, technicians and fleet managers, which include an instrument-panel display that offers access to operating information such as fuel consumption, idle time and onboard diagnostics, and “Drop-N-Lok” plug-in electrical and air connections.
Circle No. 340

Western Star has introduced a walk-through sleeper for its Constellation line of Class 8 highway tractors. A first-ever option from the OEM, the sleeper provides stand-up room throughout the cab and sleeper compartment. The walk-through sleeper, offered in 70- and 82-in. sizes, is available on Constellation 4964EX models.

The sleeper features 96 in. of stand-up room at the front of the bunk and at the back of the driver's seat. It also provides a flat floor throughout the unit that allows drivers to move around safely and without encumbrance. The walk-through option includes a new overhead console, more storage, a skylight and the choice of a raised double bunk or a wide bunk.

Western Star is also offering a new twin-steer option for its Constellation 5800 model. The OEM says the factory option, aimed at vocational users operating under distinct weight laws and restrictions, provides “excellent maneuverability and maximum weight transfer” for the short-nose 109-in.-BBC 5800 model. The option boasts a 40,000-lb. combined rating for the twin front steer axles and allows a maximum GVWR of 86,000 lb. It features a 50-in. setback to the first steer axle and an 86-in. setback to the center of the steer tandem.

In addition, Freightliner's proprietary Airliner single- and tandem-ride air suspensions and company's TufTrac spring suspensions will be available on Western Star models. Other new options include Cummins RoadRelay 4 driver-information display, Webasto's ThermoCooler system, Clarion radios and Clifford remote-control power locking system.
Circle No. 341