VEHICLES
Heavy
duty truck
update
he speed at which truck manufacturers are developing
new technologies is staggering. While many
of the big trends keep circling the industry – full
electrifi cation, automation, connectivity – the race
to the fi nish line seems far off . But collectively,
the industry continues to take incremental steps
toward the development of products covering all
these trends. Whether it’s the shift to electronic
stability control, the ever-increasing adoption of
automated manual transmissions or the advancements
in remote diagnostics and programming, it’s
safe to say change is happening and will continue.
When it comes to heavy duty commercial vehicles,
there are distinct trends to serve this market.
But the fact remains, just like all vehicles on the
road, driver safety and vehicle effi ciency top the
list of forces behind these changes.
Particularly with heavy duty trucks, driver
comfort has come hand-in-hand with driver
safety. Adjustable seat, steering wheel and dash
options can provide ergonomic benefi ts for all
types of drivers. Th is is an especially important
point when addressing the industry’s driver
shortage. If a truck can accommodate all types of
drivers, there’s a better chance it will be operated.
When it comes to economic and business
trends, heavy duty truck orders have been at
record levels since the beginning of 2018.
“Th e fi rst quarter 2018 U.S. and Canada Class
8 truck industry orders were more than double
the same period last year,” says Gary Moore,
22 Fleet Maintenance | July 2018
Paccar executive vice president. Paccar is the
parent company for both Kenworth and Peterbilt
brands. “Th e truck market refl ects the strong
economy and excellent freight demand.”
While many anticipate an eventual slow-down,
this infl ux of orders has created increased leadtimes
for build dates.
“What we have also seen is the long haul
segment has increased,” says Magnus Koeck, vice
president, marketing and brand management for
Volvo Trucks North America. “Th at’s the largest
segment overall. Long haul is continually growing.
Regional haul has also gone very well.”
Th is growth may be attributed in part to the
“Amazon Eff ect,” with the increased economic
boost to online retail purchases.
With moderate long-haul growth, Gary Jones,
president of Rainier Truck & Chassis, commented,
“leasing may become more cost-advantageous
to fl eets as new truck models become more technology
driven and expensive to diagnose, repair
and train on.”
OEs are seeing a shift from sleeper cabs to day
cab orders in the Class 8 market as well, according
to Jim Nachtman, International’s product marketing
director for on highway trucks.
While there are certain trends topping the list,
there are always certain needs specifi c to the fl eet.
Th is article serves as a resource of recent updates
to the heavy duty trucking segment, specifi cally
for Class 7 and 8 vehicles.
T
Details on the latest Class 7 and 8 product
line updates from truck manufacturers.
By Erica Schueller, Editor-in-chief
BODY & CAB
Autocar Trucks
Autocar focuses on custom built trucks for
specific applications. With this approach,
the company says it can provide short
delivery times, reliable vehicles and low
operating costs. “All our product improvements
are targeted to deliver substantial
financial improvements in those areas,”
says Adam Burck, vice president of brand
management for GVW Group, the parent
company of Autocar Trucks.
Autocar offers three truck models: the
ACX, ACMD and ACTT.
The Autocar ACX Class 8 cabover offers
configurations from 4x2 to 10x6, with
twin-steer and triple-steer axles, and other
custom configurations to suit customers’
needs. The ACX is designed for severe duty
applications.
With recent updates to the ACX, fleets can
now spec the Cummins L9N Near-Zero NOx
engine, or the Cummins X12 diesel engine.
The X12 provides more torque, a weight
reduction of 700 lbs and lower operating
costs, according to Burck.
“Fuel savings alone are worth over
$10,000,” he adds. The ACX also now has
available the Hendrickson Steertek NXT
front axle and integrated suspension
system with improved payload for frontend
load trucks, as well as improved handling
and ride. In addition, the ACX has an
optional fuel management module prepkit
for CNG trucks.
The Autocar ACMD Class 7/8 cabover is
available in configurations from 4x2 to 6x4.
The ACMD is designed for refuse and recycling,
road maintenance, street sweepers
and aircraft support.
Recent updates to the ACMD include the
Cummins L9N Near-Zero NOx engine spec,
along with chassis-mounted steps for safer
and easier entry and exit and roof-mounted
auxiliary A/C for extreme climates.
The Autocar ACTT is a terminal tractor
with configurations from 4x2 to 6x4,
designed for freight handling, rail yards
and terminals, intermodal and ports.
Recently added features for the ACTT
include 65 mph capability and cruise
control, a new hydraulic system control
valve for improved reliability, white noise
back-up alarm and Autocar’s proprietary
safety glass.
Note: Heavy duty trucks in this article are defined as Class 7 (26,001 to
33,000 lbs GVW) and Class 8 (more than 33,001 lbs GVW). While some
classify Class 6 vehicles as ‘light heavy duty,’ in this article we are following
Federal Highway Administration classifications.
» The Autocar
ACMD Class
7/8 cabover,
spec’d here as
a paint striper.
Photo courtesy of
Autocar Trucks