In trucking's version of a fashion preview, FLEET OWNER presents, for the 9th straight year, new truck and trailer models for 1999. Coming down the runway, we present the latest new model information from manufacturers of every commercial truck nameplate sold in the U.S., plus a corresponding look at major trailer builders and yard tractor manufacturers.

The 1999 lineup will be enhanced with a new manufacturer and a number of manufacturers dressing up their product line. In every instance, the information reported on the pages that follow is the most current and complete as of presstime.

Arranged by GVW class, this fashion preview in print offers a snapshot of what will be new and enhanced as you make your equipment plans. In a few cases, '99 model specs were still under wraps, so preliminary information has been provided. As usual, we'll keep you up to date as those plans are unveiled.

Dodge After a busy 1998, Dodge has few changes planned for its 1999 light truck models. Chief among those changes is a natural gas V8 option for its Ram Van and full availability of the new ISC Cummins Turbo Diesel for the full-size Ram pickup and cab chassis. The 1999 midsize Dakota pickup will feature 4-, 6-, and 8-cyl. engine options.

Having introduced the Ram Quad Cab in mid 1998, Dodge says the popular option remains the only 4-door extended cab offered throughout a full-size pickup model lineup. The Quad Cab design features two aft-hinged rear doors that offer better passenger and cargo access to the extended cab's rear seat.

Also introduced late in the 1998 model year, the new 6-cyl. Cummins Turbo Diesel provides more power and better fuel efficiency with a 24-valve head and a new electronically controlled high-pressure fuel injection system. Power is up from 215 hp./440 lb.-ft. to 235 hp./460 lb.-ft. with a 5-speed manual transmission, and from 180 hp. to 215 hp. with a peak torque of 420 lb.-ft. with a 4-speed automatic. Fuel efficiency is said to be 5% better than the previous Cummins B Diesel option, while maintenance intervals have been lengthened by 25%.

The Dodge Ram Van saw its first major model overhaul in nearly 20 years in 1998 and will remain essentially unchanged for the new model year. Last year's makeover included new chassis, brake, suspension, and interior designs, as well as three engine options -- the Magnum 3.9-liter V6, 5.2-liter V8, and 5.9-liter V8. For 1999, the full-size work van will also be offered with a natural gas engine system that features a new fuel tank capable of storing up to 46% more natural gas than previous designs.

The compact Dodge Dakota, completely redesigned in 1997, will be a carryover for the new model year. The only compact pickup with a V8, it will be offered with both the 230-hp. 5.2-liter and 250-hp. 5.9-liter Magnums, as well as the 175-hp. 3.9-liter Magnum V6 and the 120-hp. 2.5-liter Magnum I-4.

Ford The new model year marks a split for Ford's light-duty F-Series as it introduces a separate line of commercial 1999 Super Duty models over 8,500 lb. GVW. Although most of the 1999 Super Duty F-Series will be in Classes 3 through 5, the Super Duty F-250 pickup is rated 8,800 lb. GVW, and the F-350 pickup and chassis cab carries a 9,900-lb.-GVW rating. Both commercial models are offered with regular, super, and crew cabs, as well as with short or long boxes or a box-delete option. Both are also offered in 4x2 and 4x4 configurations.

Powertrain choices for the two Super Duty models include the 5.4-liter Triton V8 (275 hp.), 6.8-liter Triton V10 (275 hp.), and the 7.3-liter Powerstroke Diesel V8 (235 hp.). The two gasoline engines can be ordered with a redesigned 4-speed electronically controlled automatic transmission or a 5-speed manual. The standard transmission with the diesel is a 6-speed manual. Other commercial-truck features for the Super Duty F-250 and F-350 include a twin I-beam front suspension for 4x2 models, as well as power disc brakes on all four wheel ends and optional 4-wheel ABS.

Under 8,500 lb. GVW, Ford's F-150 and F-250 full-size pickups will see some cosmetic changes with a new front bumper and grille. On a more practical note, the 1999 models get a standard fourth door for SuperCab versions and will be offered with an optional 5.4-liter Triton V8 producing 260 hp. and peak torque of 345 lb.-ft. Other minor but noteworthy changes include turned rotors for the F-150/F-250 disc brakes and a dual-diaphragm vacuum booster.

The compact Ford Ranger pickup received a redesign halfway through the 1998 model year and will remain unchanged for 1999. Main features include a 4-door SuperCab model and an optional 3-liter V6, as well as a longer wheelbase and beefed up chassis and suspension components.

Ford's full-size Econoline van will receive minor mechanical changes for 1999. The E-150 (6,050 lb. GVW) and E-250 (8,600 lb. GVW) are powered by a 4.2-liter V6, which gets revised cylinder heads and new intake and exhaust manifolds this year. The 5.4-liter V8 is the base engine for the heavier E-350 (9,400 lb. GVW), which will get 4-wheel ABS and disc brakes as standard equipment in the new model year.

Freightliner Squeaking into the light-truck category with a GVW rating of 9,998 lb., the MT-35 walk-in van chassis from the Freightliner Custom Chassis division saw significant modifications in 1998 and will remain unchanged for the new model year. The chassis is powered by Cummins' 130-hp., 4-cyl. B 3.9-liter diesel mated to an Eaton Fuller FS4205A 5-speed direct manual transmission. An Allison automatic is optional. The front axle is a Rockwell FC with a flatleaf suspension. The rear axle is a Spicer HD-70, also with a flatleaf suspension. Three wheelbases of 138, 158.5, and 178 in. are available.

General Motors The big news for General Motors is a major redesign for its GMC Truck and Chevrolet full-size pickup. The 1999 GMC Sierra and Chevrolet Silverado carry restyled front ends with slightly different looks for each nameplate. Initially, they will be available as the 1/2-ton 1500 Series and 3/4-ton 2500 Series, with a 1-ton version available later in the year. Both the 1500 and 2500 models are offered with regular and extended cabs with redesigned cargo boxes offering more cubic capacity. The heavier 2500 Series also has a chassis cab model rated 8,600 lb. GVW.

Functional changes include a three-piece modular frame said to provide both better structural rigidity and improved ride with fewer body squeaks and rattles. Power options include three reworked Vortec V8s, the 4.8-liter 4800 (255 hp./285 lb.-ft.), the 5.3-liter 5300 (270 hp./315 lb.-ft.), and the 6.0-liter 6000 (300 hp./355 lb.-ft.). GM's 6.5-liter Turbo-Diesel (215 hp./440 lb.-ft) will also be available. The Sierra/Silverado's standard transmission is a 5-speed manual, while an optional electronically controlled 4-speed automatic comes with a tow/haul mode to improve performance when the truck is heavily loaded or pulling a trailer.

GM's older pickup design will also continue as 1999 models as the GMC Sierra Classic and Chevrolet C/K. They will be available in 1/2-ton, 3/4-ton, and 1-ton versions.

There is no official word on any 1999 changes for the compact Chevrolet S-Series and GMC Sonoma pickup. However, it is likely that the small truck will receive a third door for its extended Space Cab sometime later in the model year.

Chevy and GMC full-size G Vans will also remain essentially unchanged in 1999.

Isuzu Although American Isuzu Motors has hinted that it might soon add a Class 2 truck to its line of commercial cabover models, currently its one light-truck offering suitable for fleet applications is the Hombre. The compact pickup is built on the same U.S. assembly line as its GM cousin, the Chevy S-Series/GMC Sonoma, but wears unique sheet metal supplied by GM do Brasil. While there is no official word yet, one change for 1999 may be a 3-door version of the Hombre's extended Space Cab. GM's 2.2 liter 4 cyl. will continue as the truck's base engine mated to a 5-speed manual overdrive transmission. Both 2- and 4-wheel-drive models will be available.

Mazda The major change for Mazda's B-Series compact pickup was the introduction of a 4-door cab as the 19981/2 Cab Plus 4 model. Built by Ford on its Ranger platform, the Mazda B-Series also received a thorough styling update earlier in the 1998 model year, and so no other changes of note are expected for 1999. The B2500 is powered by a 119-hp. 2.5-liter 4-cyl. engine, the B3000 by a 3-liter V6 producing 150 hp., and the B4000 by a 160-hp. 4-liter V6. The standard transmission for all three models is a 5-speed manual overdrive, and a 4-speed automatic with a lockup torque converter is optional. The V6 models are available with either 2- or 4-wheel drive.

Nissan Introduced in 1998, Nissan's compact Frontier pickup will have no significant exterior changes for 1999. However, it will see some noteworthy powertrain modifications, including availability of a 3.3-liter V6 engine and automatic transmission for 4-wheel-drive models. The V6, which was introduced for 2-wheel-drive models halfway through the 1998 model year, produces 170 hp. and peak torque of 200 lb.-ft. This year, all V6 models will also be offered with an optional limited slip differential. The Frontier's base engine is a dual-overhead cam 2.4 liter 4 cyl. Both Standard and King Cab versions will continue to be offered in the new model year, as will an optional electronically controlled 4-speed automatic transmission.

Toyota No official word was available at presstime on Toyota's plans for its 1999 light-truck models. It's expected, however, that the compact Tacoma pickup will receive few, if any, changes. It is currently available in regular and extended cab models with either an in-line 4 cyl. or V6 engine. Notable options include a full-locking rear differential that can be engaged with a dash-mounted button.

The larger T100, which fits somewhere in between a domestic midsize and full-size pickup, will be unchanged for 1999. It's expected that Toyota will replace the T100 before the end of the model year with the T150, an even larger model that will compete with full-size trucks like the Ford F-150, Chevy Silverado, and Dodge Ram. Built at a new plant in Indiana, the T150 will be available with Toyota's 3.4-liter V6 and the company's 4.7-liter V8. It will be offered with standard and 4-door extended cabs in both 4x2 and 4x4 configurations.

Bering Recognizing the growth opportunities in the cabover niche of the truck market, Bering Truck Corp., has introduced a complete product line of 13 different models in the Class 3-8 market.

In Classes 3-5, Bering will offer the VT55 and the VT67 with both 5-speed manual and 4-speed automatic transmissions, four wheelbase options (108, 132, 147, and 176 in.), and a Detroit Diesel D642 160-hp. engine. Minimum GVW rating for the VT55 is 12,000 lb., while the maximum rating is 14,740 lb. For the VT67, minimum GVW rating is 13,200 lb., while the maximum rating climbs to 15,180 lb.

For both models, drivers are isolated from vibrations and noise through the use of a two-stage air cleaner, full-floating air suspension, and an all-steel, all-welded insulated cab.

An ergonomic wraparound cockpit provides drivers with easy access to cab controls, including a high-efficiency climate control system. Vents are strategically located to provide continuous air flow. Cabs also offer a 50-degree tilt for easy access to the engine. Availability begins in December 1998.

Ford For the first time, Ford will build a commercial version of the F-Series on a separate platform from its F-150 and F-250 consumer products. The new Super Duty platform extends to the F-250, F-350, F-450, and F-550 models.

The work trucks feature a new 5.4-liter Triton V8, rated at 235 hp. at 4,250 rpm and 335 lb.-ft. of torque at 3,000 rpm, and a 6.8-liter Triton V10, which delivers 275 hp. at 4,250 rpm and 410 lb.-ft. of torque at 2,750 rpm. An improved intercooled 7.3-liter diesel powerplant, rated at 235 hp. at 2,700 rpm and 500 lb.-ft. of torque at 1,600 rpm, is also available.

To accommodate larger cabs without compromising load room, the new trucks rest on a chassis that was lengthened 4 in. for regular and crew cab models, and 3 in. for SuperCab models. They also offer standard 4-wheel power disc brakes and 4-wheel antilock brakes.

The F-350 is rated from 9,900 to 12,500 lb. GVW; the F-450 weighs in at 15,000 lb. GVWR; and the F-550 is available in either a 17,500 or 19,000 lb. GVWR.

Freightliner Sharing the conventional cab and many chassis components with Freightliner Corp.'s heavier Business Class models, the Class 5 FL50 will have only minor engine changes for 1999. The midrange Freightliner will continue to be offered in a range of wheelbases and GVW ratings for a wide variety of applications ranging from retail delivery to emergency response.

The standard powerplant for the FL50 is Cummins' ISB, a redesign of the B-Series 5.9L diesel with new electronic controls and a 24-valve head. Rated at 175 hp., the standard powerplant is mated with Eaton's Fuller 4205A manual transmission. Other power ratings are offered up to 250 hp.

The FL50's other diesel power option is Caterpillar's electronically controlled 3126 7.2-liter in-line 6-cyl. engine, which was redesigned to meet 1998 emissions regulations. Changes include an 18-valve head and advanced electronic controls, while power ratings range from 175 to 300 hp. and peak torques from 420 to 860 lb.-ft.

General Motors A new lineup of low-cab-forward models for the light- and medium-duty markets highlights GM's 1999 product lineup. Chief among the changes are more carrying capacity, more powerful and fuel-efficient engines, and enhanced automatic transmissions.

The W-Series low-cab-forward is aimed chiefly at the Class 3-4 market, but also includes a new Class 5 entry. The new family features better visibility, better maneuverability, and more space and cab comfort. For 1999, the W-Series is being rebadged with nomenclature that signifies a particular model's GVW weight class. For instance, Class 3 offerings become the W3500 rated at 11,050 lb. GVW; Class 4 becomes the W4500 rated at 14,050 lb. GVW; and the new Class 5, the W5500, is rated at 16,500 lb. GVW. Wheelbase offerings run from 109 to 176 in.

The introduction of an all new 4.75L OHC, turbocharged, intercooled diesel engine with electronic fuel injection provided the impetus for expanding the model line to include the new Class 5 entry. The new engine is available in two horsepower and torque settings: 142 hp. at 2,800 rpm with torque output of 275 lb.-ft. at 1,300 rpm and 175 hp. at 2,700 rpm with torque of 347 lb.-ft. at 2,000 rpm.

A 142-hp. rating is available when equipped with a 5-speed manual transmission; a 175-hp. rating is available when equipped with a new Aisin 4-speed automatic.

GM is also offering an all-new Vortec 7400 MD gasoline engine in Class 5. The LP4 gasoline engine generates 210 hp. at 3,750 rpm with a torque output of 325 lb.-ft. at 1,200 rpm; an L21 version generates 270 hp. at 3,750 rpm with torque of 405 lb.-ft. at 3,200 rpm. Also available is a Caterpillar 3126B with seven unrestricted horsepower ratings ranging from 175 to 300 hp. and two high-torque applications.

The Duramax 7800 -- an in-line 6-cyl., 7.8-liter diesel -- is also offered. The powerplant comes with two power ratings: 200 hp. at 2,400 rpm with a peak torque of 441 lb.-ft. at 1,500 rpm, and 230 hp. at 2,400 rpm with a peak torque of 517 lb.-ft. at 1,500 rpm.

GM is also offering a heavy-duty Sierra cab and chassis, the Sierra 3500, which has a GVWR of 15,000 lb. and a base payload capacity up to 10,049 lb. It comes in three wheelbases, all with dual rear wheels.

Hino To meet stricter emissions standards, Hino Diesel Trucks (U.S.A.) Inc. has improved its J-Series engine for the 1999 lineup. Changes include the use of new style fuel injectors and altered timing characteristics.

Both the Class 4 FA1517 and the Class 5 FB1817 have an increase in engine horsepower, from 165 to 168 hp. at 2,500 rpm. Furthermore, the peak torque has increased to 366 lb.-ft. from 362 lb.-ft. at 1,500 rpm. Hino's J05C-TB diesel is a 4-cyl., 5.3-liter engine, featuring a 4-valve head and other elements designed for low friction for fuel efficiency and performance.

The standard transmission is a 5-speed, direct-drive synchromesh; the Allison AT452 4-speed automatic is optional. Manual transmissions will have flywheel PTO capability. This capability is not available on automatic transmissions, however. Inside the cab, the tachometer with a vacuum gauge will become standard.

Isuzu With an eye toward enhancing its low-cab-forward midrange trucks, American Isuzu Motors Inc. has updated its entire product line with increased hauling capacity and power options, as well as added a Class 5 entry.

N-Series models, offered in wheelbase options of 109, 132.5, 150, and 176 in., feature front disc and self-adjusting rear-drum brakes as standard.

The Class 3 NPR Diesel, available in 12,000 lb. GVWR, and the Class 4 NPR Diesel HD, rated at 14,500 lb. GVWR, are powered by a 142-hp. Isuzu turbocharged 4.8-liter 4HE1-TC diesel. Also new is the MXA5C fully synchronized, 5-speed manual transmission; an Aisin 450-43LE 4-speed automatic transmission is optional.

Assembled in the U.S., the Class 3 NPR-GAS, rated at 11,050 lb. GVW, and the Class 4 NPR-GAS HD (14,050 lb. GVW) are powered by a GMPT-V8 gas engine.

Newly added to Isuzu's lineup, the Class 5 NQR, rated at 16,500 lb., is available in four wheelbase choices. It is powered by the Isuzu 4.8 liter, 4HE1-TC, engine that develops 175 hp. at 2,700 rpm. The Class 5 FRR Diesel, with a GVWR of 18,000-19,500 lb., features a 7.1 6-cyl. Isuzu 6HK1-TC engine that delivers 200 hp. at 2,500 rpm.

Mitsubishi Fuso In Class 3, the Mitsubishi Fuso FE is rated at 11,600 lb. GVW and the FE-HD comes in at a 13,500 lb. GVWR. Both are powered by the Mitsubishi 4D34-3AT3A, 135 hp. engine. Three wheelbase configurations -- 108.3, 131.9, and 148 in. -- can handle 10 to 16 ft. bodies.

Also in Class 3 is the 12,000 lb. GVWR FG 4-wheel drive. It uses the same power and transmission options as the FE.

In Class 4, the FE-SP, rated at 14,500 lb. GVW, offers the same wheelbase options as its Class 3 sister but with a beefier 145-hp. powerplant.

The Class 5 FH, rated at 17,995 lb. GVW, has been upgraded with a fully trimmed interior and a new wheelbase of 191.7 in. to support a 22-ft. body. It is powered by the 6D34-OAT2 6-cyl., turbocharged diesel, which produces 175 hp. and 325 lb.-ft. of torque at 2,000 rpm.

UD Trucks For the 1999 model year, UD Trucks plans to add to its product line. Although company officials were tight-lipped about the specifics of the new product launch pending notification of their dealers, the manufacturer will enter the Class 3 market with the UD1200, which will carry a 12,000 lb. GVWR. It will be available in three wheelbase configurations able to support 10- to 18-ft. bodies. The OEM is enhancing the power ratings and torque output of the UD1400's turbocharged diesel engine. Otherwise, the Class 4 product remains unchanged, with a 14,250 lb. GVW and 109-, 132-, and 150-in. wheelbases.

Stepping up the product lineup, the Class 5 UD1800 will remain as is, with the exception of the similar under-the-hood modifications occurring through the rest of the OEM's offerings. That unit is rated at 17,995 lb. GVW and is offered in six wheelbase configurations ranging from 127 to 217 in.

A new Class 5 entry will supplement the company's mainstay UD1800 and UD2000 offerings. Targeted at the price-sensitive prospect, it will be offered in four wheelbase configurations capable of supporting 14- to 22-ft. bodies.

Bering Bering Truck Corp. will offer two models in the medium-duty market. Imported for Class 6 is the HD120, which has a 25,950 lb. GVWR. Featuring four wheelbase offerings from 149 to 224 in., the model is powered by the Cummins ISB 215-hp. engine and is standard with a 6-speed manual transmission. Air-over-hydraulic antilock drum brakes are also standard. The 120 can be beefed up to a 27,400-lb.-GVW rating, bridging the gap into Class 7.

Built domestically (Front Royal, Va.) beginning next year, the HD160 cargo is Bering's entry into the Class 7 market. Rated at 32,950 lb. GVW, it is available in three wheelbases -- 173, 230, and 244 in. Power is supplied by the Cummins ISC 285-hp. engine; a 10-speed transmission is standard. Front taperleaf spring suspensions ride on the front axle, while the rear axles are equipped with leaf springs. Full air antilock brakes are standard.

Ford Ford Motor Co. anticipates no major changes to its F-Series line of medium-duty trucks and tractors. F -700 and F- 800 models are available in GVW ratings starting at 18,000 lb. Standard power for the F -700 is Ford's 216-hp. 7.0L gasoline engine. Also available are 231- and 236-hp. "High Output" versions of the 7.0L, as well as a 218-hp. LPG engine. Base engine for the F-800 is the Cummins ISB 5.9-liter, 175-hp. diesel. In addition, 190-, 210-, and 230-hp. ratings are offered, as well as 210-, 225-, and 250-hp. versions of the Cummins C8.3 diesel.

F-Series options include a four-door crew cab that can seat up to six; steel "Alligator Hood"; air conditioning; sliding tinted rear window; antilock brakes; Hydromount cab-mount system; and National Seating's Easyaire suspension seats, which can be installed on trucks with hydraulic brakes.

The 1999 F-800 will be available in only two GVWRs, 26,000 and 33,000 lb., and with four engine/transmission combinations based on the Cummins ISB electronic diesel.

Freightliner Freightliner Corp. is bringing back the low-cab-forward Cargo, acquired last year from Ford Motor Co., as the newest addition to its Business Class line. According to Freightliner president and CEO Jim Hebe, the OEM will provide customer engineering of Cargo models so that trucks and features can be orderly to meet precise application needs. He also says that building the new Cargo on the Business Class chassis will increase option flexibility and ease body installation.

The OEM is marketing the Cargo as a "highly maneuverable truck with superior cargo capacity in a shorter overall length and wheelbase" than similar conventional trucks. Available as single- or tandem-axle trucks or tractors, the two Cargo models straddle the line between Class 7 and 8. The FC 70, which has a single drive axle, has a GVWR range running from 25,500 to 35,000 lb. The FC 80 starts at 31,000 lb. GVWR as a single-axle unit and reaches 52,000 lb. as a tandem-axle truck. Standard power is supplied by Cummins' new ISB 6-cyl. electronic turbodiesel. Current ratings run from 175 to 215 hp. Transmissions available include direct manuals, mechanical automatic units and Allison electronically controlled automatics.

General Motors GMC and Chevrolet conventional C-Series and low cab forward T-Series represent the heart of the medium-duty lineup. The T-Series Tilt Cabs are rated at 23,100 to 52,350 lb. and come in wheelbases of 140 to188 in. The units can accommodate body lengths from 14 to 32 ft. Two conventional configurations -- the C6500 and the C7500 -- round out the GMC medium-duty lineup. The Class 6 entry is rated at 20,850 lb. on a wheelbase of 133 in. (20,660 lb. over a 144-in. wheelbase in its low-profile version) while its Class 7 sister comes in at a GVWR rating of 25,740 lb. at wheelbases of 145 and 175 in.

GM is also offering two all-new Vortec 7400 MD engines in Class 6-7. The LP4 gasoline engine generates additional power -- 210 hp. at 3,750 rpm with a torque output of 325 lb.-ft. at 1,200 rpm, and an L21 version that generates 270 hp. at 3,750 rpm with torque of 405 lb.-ft. at 3,200 rpm.

Also available in both the C-Series and T-Series models are the Caterpillar 3126B hydraulically actuated unit injector system with seven unrestricted horsepower ratings ranging from 175 to 300 hp. and two high-torque applications.

The Duramax 7800, an in-line, 6-cyl., 7.8-liter diesel, which is a product of GM's joint venture with Isuzu, is also offered. The powerplant is rated at 200 hp. at 2,400 rpm, with a peak torque of 441 lb.-ft. at 1,500 rpm, and at 230 hp. at 2,400 rpm with a peak torque of 517 lb.-ft. at 1,500 rpm.

Hino With the success of the J-Series family of engines introduced last year, the 1999 Hino Diesel Trucks lineup includes changes to meet current emissions standards and additional improvements in engine horsepower. These standards were met through the use of new style fuel injectors and altered timing characteristics.

All models are now equipped with computer-controlled antilock brakes. Manual transmission models will have flywheel PTO capability. Some models will have spur gear capability for heavy-duty applications such as mixers. FF/SG models now have stiffer shift control, while the SG2J is equipped with the LJ06 manual transmission. The FD2220 and low-profile FD2220-LP are rated at 22,300 lb. GVW with springs now rated for 8,400 lb. with standard 14-ply tires. Five wheelbase lengths are available, ranging from 149 to 218 in. They can be ordered with either a 6-speed overdrive synchromesh manual transmission or Allison's AT452 4-speed automatic.

The Class 6 FE2620 has a 25,995-lb.-GVW rating and the Class 7 FF3020 has a 30,000-lb.-GVW rating. The FE has five wheelbase offerings, ranging from 181 to 245 in. The FF is available in four wheelbase lengths: 181, 199, 218, and 228 in.

Filling out the top of the Class 7 line is the SG3320, which has a 32,900 lb. GVW. The unit is powered by a 200-hp. J-Series diesel engine and a 6-speed direct-drive synchromesh manual transmission; Allison's MT643 automatic is optional.

Isuzu Introduced earlier this year, the 1999 F-Series cabs remain essentially unchanged, other than the fact that they are 2 in. wider and offer 3 in. more headroom than previous models. That includes the pricing, which will be left the same as 1998. The unit tilts up to 45 degrees, providing easy access for maintenance. All F-Series are powered by Isuzu's 6HK1-TC turbocharged 6-cyl. overhead cam diesel engine equipped with direct fuel injection.

The standard transmission on all F-Series is a manual, 6-speed Isuzu MLD6Q transmission that is synchronized in 2nd through 6th gears. Sixth gear is overdrive for improved fuel economy. The transmission has a standard PTO opening. The Allison AT545 4-speed automatic is optional on the FSR and FTR.

The Class 6 FSR Diesel, rated at 23,100 lb. GVW, features wheelbases of 140 to 248 in. and a 34-in. frame width. The Isuzu powerplant delivers 200 hp. at 2,400 rpm and 441 lb.-ft. of torque at 1,500 rpm. It is equipped with a 6-speed Isuzu MLD6Q manual transmission with overdrive, although an Allison AT545 automatic is optional.

The 1999 Class 7 FTR Diesel includes 140- to 248-in. wheelbase models with GVWRs of 25,950 lb. and 30,000 lb. It offers the same power and transmission options as its Class 6 sister.

At the upper end of Class 7, Isuzu offers the FVR Diesel, a 33,000 lb. GVWR powered by the OEM's 7.1-liter diesel, which develops 230 hp. at 2,400 rpm and 506 lb.-ft. of torque at 1,500 rpm. With wheelbases ranging from 140 to 248 in., body length availability runs from 14 to 28 ft. The model is equipped with a 6-speed MLD6Q manual transmission.

Kenworth Kenworth Truck Co. is not announcing major changes to its T300 ("T3") conventional medium-duty trucks. Available as a truck or tractor with GVWR ratings starting at 26,000 lb., the T3 offers a 13,200-lb. front axle aimed at Class 7 operations.

For '98, the T3 will be available with Cummins ISB and ISC diesel engines. Six- or nine-speed manual transmissions, as well as automatics, may be spec'd. On models equipped with Allison automatic transmissions, Kenworth has switched from a shift lever mounted on a tower between the seats to a push-button control on the dash. The OEM points outs that T3s fitted with tandem-axle options allow loading capacity of up to 50,000 lb., compared to the standard 30,000-lb. capacity of single-axle versions.

Mack Mack Trucks Inc. is adding a new sweeper model and several air-suspension options on its Class 6-7 Mid-Liner Series trucks. The sweeper truck is a factory-built, dual-steer model. Now available on all Mid-Liners is a Hendrickson rear-axle air suspension in 18,000-, 21,000-, and 23,000-lb. ratings.

All MS and CS vehicles are offered with front-axle ratings up to 12,000 lb. and rear axles up to 20,000-lb. capacity. Power offerings include 6-cyl. turbodiesels in ratings from 180 to 210 hp. MS tiltcab trucks are available with wheelbases ranging from 138 to 232 in. CS conventional models are offered with wheelbases running from 156 to 246 in. Mid-Liner options include the factory-built Team manager crew cab for vocational users.

Mitsubishi Fuso Mitsubishi has incorporated electronically controlled engines across its 1999 medium-duty product line. These electronic controls will help govern engine speed and reduce emissions levels while allowing quicker throttle response.

The company also offers cruise control as standard equipment on all its FK and FM medium-duty products, as well as power steering and fully adjustable steering wheels. And to make maintenance easier, the front panel above the grille lifts. Air flow has also been increased.

Safety advances to the line include side-door impact bars and collapsible steering wheels, along with antilock brakes on models equipped with air/hydraulic systems.

In Class 6, the FK offers a GVWR rating of 23,000 lb. with payload capacity up to 15,010 lb. The FK is available in four wheelbase options -- 163.8, 175.6, 187.4, and 200.8 in. -- that will accommodate body lengths from 16 to 22 ft. Powered by the 7.5-liter, 6-cyl. Mitsubishi 6D16-2AT3 direct injection turbocharged diesel, the unit produces 200 hp. at 2,600 rpm and 429 lb.-ft. of torque at 1,600 rpm. The transmission is a 5-speed, featuring synchromesh in 2nd to 5th gears; the Allison AT542 is optional.

Bridging Class 6-7 is the FM-Series, which is offered in four versions -- the FM-MR, FM-HR, FM-SR, and FM-SP. New for 1999 is a 239.4-in. wheelbase on the FM-Series that increases body length to 28 ft. Mitsubishi continues to offer 181.9-, 200- and 218.5-in. wheelbases.

At the top end of Class 6, the FM-MR is offered at a 25,995 lb. GVWR. Class 7 begins with the FM-HR, which has a GVWR of 30,000 lb.; for higher capacity payloads fleets can move up to 32,900 lb. GVWR with the FM-SR. Each of the FM models offers the same 7.5-liter Mitsubishi powerplant used in the FK family with 200-hp. output. While the engine delivers 429 lb.-ft in the FK, it increases slightly to 434 lb.-ft. for the FM family. A 6-speed manual transmission is standard and a 4-speed automatic is optional. Braking is handled by a self-adjusting, air/hydraulic antilock braking system, plus a standard exhaust brake on manual shift models.

At the upper end of the class, the FM-SP offers a top GVWR of 32,900 lb., which allows operators to carry payloads up to 22,670 lb. The unit is powered by the 7.5-liter Mitsubishi 6D16-2AT2 6-cyl. turbocharged diesel, which develops 230 hp. at 2,600 rpm and 521 lb.-ft. of torque at 1,600 rpm.

Navistar Navistar International Transportation Corp. is reporting no significant changes to its lineup of medium-duty trucks until the year 2001, when the OEM will begin implementing its "NGV" (Next Generation Vehicle) program. The first NGV models will be for medium-duty applications and the project will eventually encompass Navistar's entire product line of International vehicles.

In the Class 6-7 range, International 4700-Series trucks and tractors are offered with GVWRs extending from 21,500 to 46,000 lb. Engine choices include International-brand diesels in ratings from 175-210 hp. plus engines by other manufacturers of up to 300 hp. Transmission offerings include 5-speed manuals and 4-speed Allison automatics.

Peterbilt Peterbilt Motors Co. is making no major changes to its Class 6-7 Model 330. According to Pete, The newest feature is the availability of a front axle rated at 16,000-lb. capacity for heavier applications.The Model 330 is offered as a single-drive truck and as a single- or tandem-drive tractor. It boasts a 108 in. BBC, huckbolted aluminum cab, and a two-piece flat windshield. Available engine ratings run from 185 to 300 hp. Rear axles of up to 40,000-lb. capacity are provided to meet vocational requirements.

Sterling Sterling Truck Corp. says two of its truck models span the Class 6-7 range. The L7500, the first offering in the OEM's L-Line, is a shortnose conventional designed for regional-distribution service. It can be ordered as a single- or tandem axle truck or as a tractor. Truck GVWRs run from 21,000 to 66,000 lb. The tractor version boasts a GCWR of 80,000 lb. Standard powerplant is a 215-hp. rating of the Cummins midrange ISC. Optional engines include other Cummins, as well as Cats, in ratings from 175 to 300 hp. A 5-speed manual comes standard and options include 10-speed manual, mechanical automatic, and electronic automatic transmissions.

The OEM is also offering truck and tractor versions of the low-cab-forward Cargo, which has joined the stable of its sister company, Freightliner, as well. The Sterling Cargo is available as a single-axle truck or tractor and as a single- or tandem-axle tractor. The Class 6-7 SC7000 model offers GVWRs from 25,000 to 35,000 lb. The heavier SC8000 starts at the very end of Class 7 (33,000 lb.) and can have a GVWR as high as 52,000 lb.

UD Trucks In the medium-duty lineup, the news is that UD Trucks will again offer a heavy Class 7 product. The unit, rated at 32,900 lb. GVW, will carry UD's new enhanced 6-cyl. powerplant and 6-speed manual transmission. The remainder of UD's medium-duty lineremains unchanged, save for the enhanced powerplant. The lineup features hydraulic suspension, corrosion-resistant materials, front cab panel for service checks, an automotive-type interior with adjustable steering, and a high-capacity air conditioning system.

The Class 6 UD2300, rated at 23,000 lb. GVW, is offered in two configurations -- low profile and standard dock height -- and is available in 147- to 216-in. wheelbases. The Class 6 UD2600, rated at 25,995 lb. GVW, is available in six wheelbases from 148 to 254 in.

The current Class 7 UD3000 shares the same powertrain and wheelbase specs as its lighter sister but is rated at 30,000 lb. GVW. All medium-duty offerings come with a 6-speed overdrive manual transmission, but offer the Allison AT automatic transmission as optional.

Bering Bering Truck Corp. -- the newest U.S.-based truck company -- is rolling out a new cabover line. According to William R. Anderson, Bering's president and CEO, the firm's strategic partner, South Korea's Hyundai Motor Co., "has put more than 20 years into R&D and perfecting cabover design."

The trucks combine U.S.-manufactured powertrains and components with Hyundai chassis and COE technology. U.S.-based suppliers include Cummins, Detroit Diesel, Dana, and Eaton. The cabovers will be built initially by Hyundai to Bering's specs and then shipped here. Next year, Bering plans to do "knockdown" assembly of Class 7 and 8 vehicles at facilities under construction in Front Royal, Va., and will continue importing its Class 3 to 6 trucks.

The company says it will launch retail sales of Class 8 daycab tractors this October. It will also make a Class 8 concrete mixer, featuring a 9-cu.-yd. upper body, available in January. Bering plans to offer other heavy-duty vocational models starting next April.

Bering says its trucks boast a new, spacious cabover design that improves driver comfort by isolating vibration and reducing noise. Features include a two-stage air cleaner, full-floating air suspension, and all-steel, all-welded, insulated cab. The cabs are aerodynamically shaped.

Inside, an ergonomic "wraparound cockpit" provides easy access to controls. The cabs also have a high-efficiency climate-control system, triple-arm wipers, and enlarged side mirrors to reduce forward and side blind spots. Also standard are power steering and a tilt/telescopic steering wheel. An easy-access front panel allows quick checks of vital fluids and the cab tilts 50 degrees for engine access. Certain models are equipped with an electrohydraulic cab-tilt mechanism backed by a manual override.

Class 8 models to be offered over the next year include the HD-160 cab chassis (37,690 max. GVWR); the HD-390 single-axle tractor (60,000 or 80,000 GCWR); HD-540 tandem tractor (80,000 GCWR); HD-270, concrete-mixer and dump-truck versions (80,000 GVWR); and the HD-370 dump truck (94,800 GVWR).

Freightliner Freightliner Corp.'s big news is the arrival of its all-new Argosy cabover. The Class 8 COE, based on the OEM's Century Class platform, features improvements in driver comfort, safety, visibility, and maneuverability. It's available in five versions: 63-in. daycab; 110-in. Raised Roof; and 90-, 101-, and 110-in. Mid Roof sizes.

A 40-in. setback of the front axle enhances maneuverability and ride quality. For quick service, the COE's grille tilts up 120 degrees and various extended-service intervals are standard. For example, the Argosy chassis-lube interval is set for 100,000 miles. The truck carries a basic warranty of three years or 350,000 miles. A key Argosy distinction is an optional step-entry system that automatically swings out when the door is opened to allow hands-free entry and exit.

Inside, an ergonomic, wraparound instrument panel boasts an electronic dashboard with digital gauges and an integrated Driver Message Center (also available on Century Class vehicles). Depending on the engine spec'd, the Argosy doghouse is but a 3- to 7-in. hump, making it easier for drivers to move around in the cab.

Joining the Class 7-8 range of Freightliner's Business Class is a new production version of the Cargo low-cab-forward truck, acquired when the OEM purchased Ford's heavy-truck line last year. The Cargo features a front-axle setback of 53-in., standard power steering, and a 290-degree field of vision for drivers. The FC 70 single-axle Cargo carries a maximum GVWR of 35,000 lb.; the FC 80 version has a minimum GVWR of 31,000 lb. as a single-drive model, and a maximum GVWR of 52,000 lb. as a twin-screw unit. For vocational applications, the FC 80 can be had with a 16,000-lb. front and 40,000-lb. tandem rear suspension. Cargo power comes from a Cummins ISB electronic turbodiesel in ratings from 175-215 hp. Available gearboxes include direct manual and mechanical automatic transmissions, as well as electronically controlled Allison automatics.

Kenworth Kenworth Truck Co. is debuting two application-specific Class 8 models. The all-new CityCab conventional is aimed at regional delivery operations, while the Studio AeroCab option brings together the OEM's Studio Sleeper and integrated AeroCab sleeper designs.

"The CityCab is a premium truck for a very cost-conscious operation," says KW general manger Ed Caudill. "We expect it to do very well, especially in the Northeast, where a high percentage of new trucks go into regional operations using short and medium conventionals."

Available only as a daycab, with single-drive or twin screw axles, the CityCab can be spec'd with wheelbases running from 185-210 in. as a 6x4 truck and from 160-195 in. as a tractor. While the initial power offerings are Caterpillar C10 and C12 diesels rated up to 430 hp., Cummins ISM engines are scheduled for availability in this year's third quarter. Component specs include choice of 9- or 10-speed Eaton Fuller transmissions.

To increase maneuverability, the truck has a 45-in. front-axle setback with a 42-degree wheelcut and a turning radius of just 27 ft. The OEM says the truck's aluminum and fiberglass cab will resist corrosion, especially from road salt.

Driver visibility is aided by a sharply sloped hood seen through a one-piece windshield. Entry and exit is eased by full-length grab handles and low-mounted, pull-type door handles. A variety of options, such as KW's Daylite Door, heated rearview mirrors, a/c, and tilt wheel are offered to bolster the comfort of P&D drivers. The truck also features KW's new Pinnacle all-vinyl interior package.

Targeted at longhaul service, including team operation, the new Studio AeroCab is available as an option on Kenworth's W900B and W900L conventional truck models. The package boasts such driver-oriented features as a sofa that pulls out to become a 42-in. bunk.

Mack Mack Trucks Inc. is making changes in engine and component availability on its Class 8 models. Mack's E-Tech engine is now being offered on all models as is factory installation of lift axles. In addition, Allison's World automatic transmissions are now available on MR Series trucks. Also being introduced for vocational use is a cast-iron 46,000-lb. axle, which replaces the cast-steel unit previously offered.

In other Mack news, the OEM signed a long-term supplier agreement that establishes Dana Corp. as its OE supplier of Spicer Eaton-brand drive and steer axles for all current and future versions of the CH chassis. Mack will also offer its proprietary on-highway heavy-duty axles optionally and will make other Spicer Eaton axles available as "preferred supplier options."

Mack notes that the agreement is exclusive to its on-highway trucks and that its own axles will remain standard on its vocational models. The Spicer Eaton axles will carry basic warranty coverage of three years or 300,000 miles, and an extended warranty will be available.

Navistar Navistar International Transportation Corp. is launching the International Eagle 9900. The OEM's newest flagship is a premium, long-nose conventional. According to Steve Keate, general manager-heavy truck, the new model was developed with input from a group of 100 drivers. He says it is distinguished by its "classic look," which includes a wider chrome grille, chrome-set headlights, and an expansive hood. Adding to the look are external air cleaners, dual cab-mounted exhausts, and bright-finish bumpers.

The 9900 shares a common chassis with the existing International 9200 and 9400 long-nose models. The new 6x4 has a 120-in.-BBC measurement and a set-forward front axle. The 9900 will be the first International available with 600-hp. Cat and Cummins engines. Other engine options range from 11 to 14 liters.

Various sleeper configurations will be offered, including the 102-in.-high, integrated Sky-Rise Pro Sleeper. The 9900 boasts an all-new HVAC system for improved driver comfort. Special Owens-Corning insulation is found in the sleeper, as in all other 1999 Pro Sleeper models. The new truck is also being offered with a Diamond PLUS package of upgraded warranty and service initiatives, including guaranteed parts availability. Navistar says first deliveries of the 9900 are set for early next year.

Peterbilt Peterbilt Motors Co. is gearing up to roll out a new premium, on-highway Class 8 "aerodynamic" conventional early next year. The OEM would release no other details at this time. Peterbilt also says it will make enhancements to the HVAC systems in its Class 8 trucks by year's end.

Currently, the truck builder is introducing a new premium-level interior. Dubbed Canadian/American Class Platinum, Pete says it offers more contemporary design features that increase comfort and enhance appearance. These include premium grained textures that give the "look and feel of leather," as well as more insulation and padding in walls and headliner for less cab/sleeper noise. Hard-trim areas within the cab and sleeper have also been updated to complement the new colors (gray, blue, burgundy, and taupe) and materials.

The OEM says it has also made design changes to its dash that more closely color-coordinate with the new interior. The new dash will feature Vermilion Burlwood, the same woodgrain found in the Unibilt UltraSleeper, on instrument panels, glove-box doors, and door panels.

This year, Pete is offering an exclusive rating -- 565 hp. at 1,850 lb.-ft. -- of the Cummins Signature diesel in its Class 8s. It will also make available Eaton's AutoShift automated-mechanical transmission system.

Sterling Sterling Truck Corp. offers both its A-Line tractor lineup, which is descended from the Ford AeroMax, and L-Line vocational models, which draw their heritage from Ford's Louisville. All A-Line and L-Line vehicles can be spec'd with single or tandem rear axles.

In addition, Sterling is offering the low-cab-forward Cargo, which sister firm Freightliner will also carry, as a truck and tractor with GVW ratings that extend into Class 8. (See Sterling report in Class 6-7 section and Freightliner item above for Cargo details.)

A-Line tractors are available either as medium 113-in.-BBC conventionals (A9513 and AT9513) or as long 122-in.-BBC units (A9522 and AT9522). The A-Line GVW range runs from 34,700 to 54,600 lb., and the maximum GCWR is set at 125,000 lb. Premium diesels can be spec'd from Cat, Cummins and Detroit Diesel, in ratings from 280 to 500 hp. Three sleeper options are offered. The conventional-style Flat Top and standup-type AeroBullet sleepers come in both 50- and 68-in. sizes.

Serving as Sterling's flagship is the SilverStar Unified Sleeper option. This design combines cab, sleeper, and roof fairing in one 77-in. model. It features standup, walk-through spaciousness and a flat floor for easy movement from the seats to sleeper. It boasts a dedicated air-suspension system and offers such options as a Vista Window, an integral exterior sun visor, and a refrigerator.

The L-Line consists of the L/LT7500 (101-in. BBC); the L/LT8500 (111- or 113-in. BBC); and the L/LT9500 (101-, 111-, 113-, and 122-in. BBC). GVW ratings range from 21,000 to 66,000 lb. Maximum GCWR on the heaviest model is 138,000 lb. Engine options include midrange and heavy-duty diesels with ratings covering a range from 280 to 400 hp.

Volvo Volvo Trucks North America Inc. is adding two medium-hood conventional, integrated sleeper models that give operators a full-sized sleeper cab in a smaller, 113-in.-BBC package. "These VNM sleepers are the perfect solution for fleets that want comfort and convenience but are concerned with vehicle lengths and operating costs," points out Mark Namuth, manager-tractor marketing.

The VNM 420 features a 42-in. sleeper and the VNM 610 provides a 61-in. sleeper. The 420 includes a single bunk offering 62-in. headroom. The 610, which provides 77 in. of standup height, provides a standard lower bunk and offers an optional upper bunk.

Both new trucks are available in 4x2 and 6x4 configurations, and they come standard with a Volvo VE D12-345 diesel, rated 345 hp. at 1,700 rpm. The engine delivers 1,350 lb.-ft. torque at 1,100 rpm. Standard safety features include antilock brakes, daytime running lights, three-point belts, energy-absorbing steering columns, and deformable steering wheels. A driver's side SRS airbag is optional.

The VNM 420 and 610 offer four new interiors, which are also available on all VN Series daycabs and sleepers. The OEM says all 1999-model VNM Series trucks are currently in production and available to customers. And, in step with its intention to bring out a new product every two years, Volvo states it will announce the addition of another new sleeper model by the end of this year.

Right now, the OEM is also introducing a new 6-cyl., electronic in-line pump diesel aimed at vocational operations. Volvo says the 7.3-liter engine, which weighs in at 1,709 lb., is designed for increased fuel economy and responsiveness in such applications as construction, refuse, snow removal, and aircraft fueling. It can be ordered on VNM, WG, and Xpeditor vocational models.

Western Star Western Star Trucks Inc. says its new Star Light Sleeper model boosts payload potential by weighing more than 400 lb. less than previous sleepers offered on its Constellations.

The light sleeper design uses panels constructed of outer and inner aluminum skins bonded to a polypropylene, honeycombed core, which Western Star says makes the Star Light 50% lighter than conventional steel sleepers. The new sleeper also features improvements in noise reduction, insulation, styling, and finish, according to the OEM.

Capacity Improvements to its line of yard tractors see Capacity of Texas focusing on areas such as durability, comfort, and price. For instance, engineered into the product line is a new Dura-Ride air spring suspension designed to minimize stress to the tractor frame, cab, and drivetrain by isolating the tractor from road shock caused by rough terrain. This exclusive system reduces driver fatigue and maintenance costs, and can significantly increase the length and productivity of the unit. Improvements beyond the hardware include a key customer support function -- a 24-hour parts hot line.

Magnum New to Kalmar Industries' Magnum Div. yard tractor lineup is a reversing drive truck and an extra-long wheelbase tractor. The RD120 reversing drive tractor, which weighs in at 14,500 lb., features drawbar pull of 25,500 lb. and gradeability of 18%. The unit is powered by a Cummins 6CT 215-hp. engine. A 22,000-lb. front axle and rear double reduction rear axle rated at 70,000 lb. round out the package.

With a wheelbase of 224 in., more than twice that of a normal terminal tractor, the extra-long model is designed for hauling beams or any other type of equipment that requires extra long kingpin-to-cab clearance. It is fitted with a 195-hp. Caterpillar 3116DITA engine and an Allison MT 643 automatic transmission. The unit features a 55-degree turn angle, as well as a 72,000-lb. rear axle.

Ottawa To find out what's new in Kalmar's Ottawa Div. line of yard jockeys, look beyond the rolling stock. The company has pumped $5.5 million into plant expansion and modernization. The new facility includes a powder coat baked-on painting process, just-in-time manufacturing, and new training facilities. The company has also boosted its parts and service support.

Minor product improvements include a vertical air intake, galvanized steel construction in the cab, and a shift to a three-piece side window design for increased visibility. To combat corrosion, new water channels direct water away from the cab. Ottawa has also sealed its shift cable on both ends to prevent binding.