Gentlemen, Start Your Engines!
Natural-gas engines make progress, as do diesel models.
Engine developments top the news of construction trucks these days. For one thing, there may be a natural-gas powered truck in your future. Engine builders and truck manufacturers alike have developed natural gas engines for vocational trucks and are pressing ahead to expand the technology’s use.
Natural gas offers the benefits of low emissions and high performance, says Cummins Westport Inc., a joint venture between Cummins Inc. and Westport Innovations Inc. Plus, natural gas is plentiful in the United States and not subject to international tensions and volatile price fluctuations. Westport Innovations says it is dedicated to the shift of the international commercial engine industry from oil-based to gaseous fuels.
Toward that end, Cummins Westport offers a full range of natural-gas engines that range from 150 to 320 horsepower. The engines have both the power and the torque needed for medium-duty trucks and heavy refuse truck applications, the company says.
Moreover, Navistar has announced plans to develop its MaxxForce 13 big-bore engine to run on natural gas and diesel fuel. The company has signed a concept agreement with another firm called Clean Air Power Ltd. to do just that. Upon successful concept development, the two companies plan to move forward to product development and validation.
The development program will use Clean Air Power’s Dual-Fuel combustion technology to come up with a Maxx Force 13 Advanced EGR engine that is fully compliant with the EPA’s 2010 on-highway diesel emissions regulations. (EGR stands for exhaust gas recirculation and is one way to meet emissions regulations.) As with its other engines, Navistar would not use liquid urea to accomplish selective catalytic reduction.
Navistar hints that it would make the new engine available to other truck manufacturers. “As we develop this product for our International brand truck customers, we will also be able to leverage the technology in other markets and products as appropriate,” says Eric Tech, president of the Navistar Engine Group.
Peterbilt’s 365 line offers the Cummins-Westport ISL-G engine.
You can get Kenworth’s T800 with a natural-gas engine.
Trucks with the ISL-G
What’s more, Peterbilt, Kenworth, and Mack have all picked up the natural-gas banner to one extent or another. Last March, Peterbilt announced full production capability of three natural-gas-powered trucks—Models 384, 365, and 320. All Peterbilt natural-gas platform vehicles are equipped with the Cummins Westport ISL-G engine, which offers a 320-horsepower rating, 1,000 foot-pounds of torque, and what Peterbilt calls an “extremely efficient power-to-weight ratio.”
Peterbilt points out that the natural-gas platform eliminates the need for exhaust aftertreatment components such as diesel particulate filters or SCR. Peterbilt trucks equipped with the Cummins ISL G engines use cooled EGR to lower in-cylinder exhaust gas temperature. The ISL G engine has a maintenance-free three-way catalyst that is 95% effective in nitrogen-oxide conversion and is highly effective in controlling all carbon monoxide and hydrocarbons.
The Peterbilt Model 365 NG is powered by the Cummins ISL-G and features innovative solutions to improve ride and handling and enhance weight distribution. The Model 365 has a 115-inch BBC and is available in both set-forward and set-back axle configurations. The Model 384 is an aerodynamic model and the Model 320 is a refuse collection and solid waste truck.
Kenworth, Peterbilt’s sister company, showed off its T440 concrete mixer truck—powered by the natural-gas Cummins Westport ISL-G—at last September’s New Model Truck Product Conference in Dearborn, MI. As well, Kenworth has introduced the ISL-G as available in its T800 short-hood truck and the W900S models. Those natural-gas models are focused on vocational, municipal, pickup, and delivery applications.
And last October, Mack Trucks introduced a natural-gas-powered version of its TerraPro Cabover model for construction and refuse applications. The new Mack truck is available with the 9-liter Cummins Westport ISL-G engine, can use compressed natural gas or liquefied natural gas and has a three-way catalyst to meet EPA 2010 emissions standards.
“With the Mack TerraPro model series, we’ve created a family of trucks that meet the application and productivity needs of our customers—and now the demand for cleaner emissions and alternative fuel options as well,” says Curtis Dorwart, Mack’s vocational products marketing manager. “The natural-gas version of our TerraPro Low-Entry model is already being well-received in the market, and we’re confident our new natural-gas-powered TerraPro Cabover model will be as well.”
PACCAR’s New Diesel
In April 2010, Peterbilt Motors Co. announced its North American Tour, featuring the new PACCAR MX engine and new Model 587. The 587 is a line-haul truck, but beginning last summer the PACCAR MX will also be available in Peterbilt Models 388, 386, 384, 367, and 365 trucks. The engine is available with a horsepower range of 380 horsepower to 485 horsepower and torque outputs up to 1,750 foot-pounds with a displacement of 12.9 liters.
“This power range, combined with excellent fuel efficiency, high reliability, and low cost of ownership makes the MX an ideal choice for both over-the-road and vocational applications,” says Peterbilt.
The PACCAR MX is the only commercial diesel engine to use Compacted Graphite Iron (CGI) in the cylinder block and head. CGI is 20% lighter and 75% stronger than conventional gray iron used by many other engine manufacturers. Additionally, the PACCAR MX engine uses fractured cap technology in the connecting rods and main bearing caps to provide high shearing strength. The result is a wide horsepower range and longer torque and power curves for more efficient operation.
Peterbilt proudly notes that it has 674 authorized Peterbilt and PACCAR service locations across North America that are certified to use the latest diagnostic tools to support the PACCAR engine family. Plus, PACCAR has eight parts distribution centers in North America and provides engine technical support round the clock, every day of the year.
Volvo offers three heavy-duty engines for trucking: the D16, the D13, and the D11. The D16features advanced technology that means the engine requires less oil, fuel, and maintenance. Three power ratings are available in the range of 500 horsepower to 550 horsepower, with up to 1,850 foot-pounds of torque. A variable geometry turbocharger makes the engine highly responsive while maximizing fuel economy.
The Volvo D13 is designed to meet current and future EPA regulations. It is available in 12 power ratings from 375 to 500 horsepower, each providing excellent low-end torque, says Volvo. Like the D16, the D13 comes with a variable geometry turbocharger.
The D11 from Volvo offers lighter weight, yet heavy-duty performance in six power ratings from 325 to 405 horsepower. And the D11 also has a variable geometry turbocharger.
New from Navistar
At last year’s World of Concrete trade show, Navistar announced a number of product enhancements to the International WorkStar and International PayStar severe service trucks—construction models. For WorkStar models 7600 and 7700, the two are combined into one model with two variations, the 7600SBA (46-inch set-back front axle) and the 7600 SFA (30-inch set-forward axle). Both models will feature a new 113-inch bumper to back-of-cab for increased cooling efficiency. Furthermore:
- A crew cab configuration is now available in heavy-duty diesel models with front axle ratings up to 18,000 pounds for select applications.
- All-wheel drive is now available up to 18,000 pounds on front axles on mid-range diesel configurations.
- Steerable 20,000-pound lift axles are now available direct from the factory.
- Now standard on the WorkStar, aluminum fuel tanks improve corrosion resistance and reduce weight.
- The heating and air conditioning systems have been redesigned to improve in-cab comfort.
- For International PayStar models:
- Electronic stability control is now available on all PayStar models.
- Lift axles rated at 8,000, 13,200, and 20,000 pounds are now available direct from the factory.
- New 10.25 by three-eighths-inch frame rails are now standard on the PayStar 5900 SBA. The 10.25-inch frame rail provides customers with a strong vocational frame in applications where weight is important.
- MaxxForce 11 and MaxxForce 13 diesel engines will be available in the PayStar. MaxxForce 15 was scheduled for availability late in 2010.
Navistar is proud of the fact that its 2010 MaxxForce Advanced EGR engines don’t require the additional weight and packaging challenges that come with competitors’ SCR engines. “MaxxForce Advanced EGR engines let drivers drive without worrying about finding or adding urea to their vehicles,” says Navistar. “More than any segment in commercial trucks, severe service truck customers don’t want to deal with the uncertainty and inconvenience of SCR,” says Jim Hebe, senior VP, Navistar’s North American Sales Operations.
New Cat Vocational Truck
Caterpillar plans to unveil the first model in its full line of Cat vocational trucks, the Cat CT660, on March 22 at Conexpo 2011 in Las Vegas. The Class 8 trucks will be sold and serviced through Caterpillar’s North American dealer network. Production will begin after Conexpo for delivery later in the year.
Caterpillar will offer the heavy-duty Cat vocational day cab trucks with a full range of popular engine ratings and torque capabilities. The specs are designed explicitly for customers’ demanding applications. Included are a Cat CT11 engine with ratings from 330 braking horsepower to 390 braking horsepower, a Cat CT13 with ratings from 410 braking horsepower to 475 braking horsepower—and, coming in 2012, a Cat CT15 with ratings from 435 braking horsepower to 550 braking horsepower.
The Cat CX31 torque converter style automatic transmission—with three standard locations for Rear Power Take Off drive positions—will be a noteworthy option for Cat vocational trucks. The company also offers a complete line of other OEM vocational transmission options, including Eaton manual and automated manual transmissions.
New Cummins Engine
Peterbilt recently announced that many of its trucks are available with the new Cummins ISX11.9 engine. Peterbilt offers the new Cummins engine across its vocational and conventional lineup, including the Models 320, 365, 367, 384, 386, and 388. The new engine offers an ideal solution for customers who demand power and performance, yet are sensitive to vehicle weight, said Peterbilt’s general manager, Bill Jackson.
Cummins recently received certification from the EPA and the California Air Resources Board for the ISX11.9. The new engine meets EPA 2010, which features restrictions of nitrogen oxide and particulate matter of 0.2 grams and 0.01 grams per brake horsepower, respectively. The company says the ISX11.9 builds on the proven strengths of the ISX15, which Cummins says is the market-share leader for the Class 8 commercial vehicle market.
The Cummins ISX11.9 utilizes common components with the ISX15, including an enhanced cooled EGR system, a single VGT turbocharger and the proprietary XPI fuel system. (VGT stands for variable geometry turbocharger.) And the ISX11.9 will also use Cummins’ Aftertreatment System with SCR technology (requiring liquid urea).
Cummins says the ISX11.9 features better pulling power, excellent driveability and stronger clutch engagement torque, all of which suit it for rigorous duty cycles, including those for dump and concrete mixer trucks. Cummins will offer horsepower ratings of 310 to 450 horsepower and torques ranging from 1,150 to 1,650 foot-pounds.
“The compact design of the ISX11.9 allows customers to select engine options that have been tailored to suit unique operating needs,” says Cummins. Optional features include single and dual-cylinder air compressors, and front and rear engine power takeoffs (FEPTO and REPTO). Cummins says it has spent $63 million over the past two years to ready its Jamestown Engine Plant for full production of the ISX11.9 engine line.
Whatever the need, there’s an engine and a truck waiting out there for you. So go ahead—talk to your favorite truck dealers. The more you know, the better decisions you can make.
Dana Upgrades Its Central Tire Inflation System
Dana Holding Corp. said last September that it has introduced an all-new mechatronics upgrade to its industry-leading Spicer Central Tire Inflation System (CTIS) technology. The upgrade enhances mobility for construction and government defense vehicles.
Dana’s patented CTIS technology line now incorporates an integrated assembly of connectors, sensors, electronic control unit, and pneumatic control unit that can accommodate a variety of additional channels of control. Plus, the new modular unit weighs less, results in less wiring, and enhances ease of installation.
With the press of a button from inside the cab, Spicer CTIS technology maximizes vehicle mobility by adjusting tire pressure to achieve the optimum footprint on any terrain. Whether it’s in the desert or on a construction site, Spicer CTIS technology allows maneuverability in soft, sandy soil and other unpaved surfaces.
Freightliner Puts Stability Control on Two Medium-Duty Trucks
To improve vehicle handling and control, Freightliner Trucks will install Enhanced Stability Control (ESC) on its popular Business Class M2 106 and M2 112 medium-duty vocational trucks. ESC combines roll-stability control with directional stability to reduce the likelihood of drifting and jackknife situations.
By continuously monitoring vehicle speeds, driver steering, brake applications, lateral acceleration and yaw rate, the ESC system is able to measure vehicle behavior and sense when a potential loss-of-control event may take place. When that occurs, the ESC system proactively helps the driver regain vehicle control by applying individual wheel end brakes, trailer brakes, activating the engine retarder and/or cutting engine power.
The course of action required is determined by the severity of the situation as determined by the ESC sensors, including anti-lock braking system, steering angle, yaw and lateral acceleration, and driver brake sensors. The system operates automatically, and many times the driver may not be aware that a potential hazard exists. ESC can manage maneuverability during the worst driving conditions, slow the vehicle down and reduce steering efforts by the driver.
More Models for Markets
Felling Trailers is a full-line trailer manufacturer located in central Minnesota that was started in 1974 by Merle J. Felling. Felling Trailers Inc. has grown from a small shop to a factory and office complex that today covers over 133,000 square feet. Having been in the trailer manufacturing industry for 37 years, Felling Trailers knows that quality craftsmanship is an essential part of each trailer manufactured. Felling employs a sales staff with over 100 years of experience in the trailer industry. Felling offers over 219 models with thousands of options; the possibilities are infinite, the company says.
Felling Trailers currently manufactures 3,000-plus trailers a year, continually researching and implementing new technologies to reduce lead time and increase production. Felling Trailers provides a high-quality product that is distributed across North America and Internationally. Felling Trailers manufactures all types of trailers; utilities, dumps, tilt decks, drop-decks, deck-overs, goosenecks, semis, detachable goosenecks and many custom applications. Felling has a strong commitment to quality, craftsmanship, and the needs of its customers. More information can be found on the web at http://www.felling.com.
Author's Bio: Daniel C. Brown writes on safety and technology in the construction industry.
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