Beverage Industry’s annual medium- and heavy-duty truck roundup is a compilation of vehicle offerings suited to beverage industry applications. For 2011, truck manufacturers once again are supplying a wide variety of trucks and options from which to choose.


For model year 2011, Ford has three medium-duty conventional truck models: the F-650 Pro Loader with a gross vehicle weight rating (gvwr) of 27,000 pounds, F-650 with a gvwr of 29,000 pounds, and F-750 with its 37,000-pound gvwr.

All are available in three factory-built cabs - Regular Cab, SuperCab and Crew Cab - and come with a host of standard and optional upgrades for enhanced flexibility, comfort and utility.

The F-650s and F-750 share the same standard engine — an in-line six-cylinder Cummins 6.7-liter ISB intercooled and turbocharged diesel, in ratings from 200 to 360 horsepower (hp). Transmission choices include Allison five- and six-speed automatics and Eaton Fuller and Spicer five-, six- and seven-speed manuals.

The trucks are standard with the HPB/Quadraulic Brake System, which combines Meritor-Wabco’s Hydraulic Power Brake (HPB) control and Meritor Quadraulic calipers. The HPB delivers antilock braking and automatic traction control (ATC) capabilities, while Quadraulic disc calipers provide improved stopping power through four-piston design.



Freightliner’s Business Class M2 models come in 106- and 112-inch bumper-to-back-of-cab (BBC) platforms.

Available as a truck or tractor, the M2 106 features up to a 55-degree wheel cut, set-back front axle and swept-back bumper for excellent maneuverability in tight urban situations. With a gvwr of up to 60,000 pounds, the M2 106 features a Cummins ISB diesel engine with ratings from 200 to 360 hp, and is available with manual, automatic and automated transmissions.

With a gvwr of up to 80,000 pounds, the M2 112 features the Detroit Diesel DD13 diesel engine with 350- to 450-hp ratings with manual, automatic and automated transmissions. The M2 112 also is offered in truck and tractor configurations.

The M2 lineup includes the M2e Hybrid, which has a parallel electric hybrid system from Eaton. This system enables the truck to operate using the diesel engine alone, or in combination with the hybrid electric motor. The hybrid motor provides additional power to launch the vehicle and improves fuel economy in stop-and-go operations.

The hybrid electric system recovers the energy normally lost during braking and stores that energy in its batteries.

Freightliner’s aerodynamic Cascadia tractor combines long-haul capacity and driver comfort with maximum operating efficiency. Detroit Diesel engines with the BlueTec selective catalytic reduction (SCR) emissions system are offered in ratings from up to 560 hp. Among the transmission selections are Eaton Fuller 10-, 13- and 18-speed manuals and Eaton Fuller UltraShifts and AutoShifts.

The Coronado is Freightliner’s traditional on-highway tractor, available in day and sleeper cab configurations. The engine selection is Detroit Diesel power up to 16 liters and 600 hp, or the Cummins ISX, also in hp ratings to 600 hp.



Hino Trucks says it is the only conventional medium-duty truck manufacturer that meets the Environmental Protection Agency’s (EPA) 2010 emissions standards without the use of credits. The company says its standard J-08 Series turbocharged intercooled six-cylinder diesel engine is certified at 0.2 g/hp per hour of diesel oxides of nitrogen (NOx), and its SCR emission system design will produce better fuel economy in the range of 3.5 to 5 percent.

The position and location of the SCR unit, along with the diesel exhaust fluid (DEF) tank is located under the passenger entry, providing for easy body installation.

Hino says its J-08 Series engine has the highest B50 life rating of its competitors at 500,000 miles. B50 is often referred to as “average life to overhaul.” These values are indicators of the robustness of a design and are estimates of when 50 percent of the engines of a certain type will require major repair. These are repairs that require dropping of the oil pan or removal of cylinder heads, and do not refer to rotating components attached to the engine.

In September, the manufacturer announced its industry best new standard engine warranty of five years/250,000 miles. In addition to the standard items covered by Hino Trucks’ past engine warranty, the new coverage has been expanded to cover key components such as fuel injectors, the fuel injection supply pump and the turbo charger.

A redesigned exterior with a stouter look with the addition of a larger front grille and more chrome are among the new features on Hino’s model year 2011 trucks. There also is a redesigned instrument cluster with added large LED interactive screen, providing several new features (i.e., percent acceleration, drive time, idle time, total operating time, current and average fuel economy and more) to help the driver maximize the truck’s performance.

Hino is offering five 2011 Class 6 models, beginning with the 23,000-pound gvwr Hino 238. It is equipped with a 220-hp diesel engine and an Allison six-speed automatic transmission. Next in line is the 258ALP (air brake low profile) and 258LP (low profile) models, both with a 25,550-pound gvwr, and the same engine and transmission as the 238.

The 268 and 268A (air brake) top Hino’s Class 6 offerings at 25,950 pounds gvwr. These also are powered by a 220-hp Hino diesel. Standard transmission choices are a six-speed Eaton Fuller manual or a six-speed Allison automatic.

The model 268 received the “2010 Medium Duty Commercial Truck of the Year” award. Presented for the first time at the American Truck Dealers Convention & Expo earlier this year, the award is based on innovation, design, fuel economy, driver and owner satisfaction, ease of maintenance and safety.

Hino’s highest gvwr models are the Class 7 338 and 338 CT (city tractor) models. Both have a gvwr of 33,000 pounds. They come standard with a 260-hp diesel engine and the choice of an Eaton Fuller six-speed manual or Allison six-speed automatic transmission.

The engine torque on the model 338 has been increased from 585 pound-feet to 660 pound-feet. There also is a new optimized fuel economy option that mates this higher torque diesel to an Allison 2500 RDS transmission equipped with Shift Energy Management (SEM). SEM provides better engine and transmission integration to optimize the entire driveline system.



For model year 2011, Isuzu introduces the new NPR Eco-Max to its lineup of N-Series low cab forward (LCF) trucks, available in gvwrs from 12,000 to 19,500 pounds. The new model has been engineered to achieve up to 20 percent better fuel economy than the previous 12,000-pound gvwr NPR.

The N-Series models - NPR-HD, NQR and NRR - are available with the new 4JJ1-TC 150-hp turbocharged diesel engine and Isuzu’s 4HK1-TC turbocharged diesel, now generating 210 hp. Both engines meet the EPA 2010 and CARB HD-OBD emissions standards using SCR technology.

Isuzu is the only LCF manufacturer offering two certified diesel engines compliant with 2010 standards.

The 4HK1-TC engine, which is B-20 bio-diesel compatible, is now equipped with electronic high-pressure common-rail direct injection and a water-cooled exhaust gas recirculation (EGR) system to achieve 210 hp for trucks equipped with the automatic transmission and 190 hp for manual transmission models.

The 4HK1-TC still can run up to 10,000 miles between oil changes reducing maintenance costs and downtime, and has a B10 durability rating of 310,000 miles - meaning 90 percent of Isuzu diesel engines will reach 310,000 miles before requiring an overhaul.

Standard on every 2011 Isuzu N-Series truck is an Aisin heavy-duty six-speed automatic transmission with PTO capability. Optional is the manufacturer’s MZZ fully synchronized six-speed manual transmission with overdrive.

Trucks equipped with the 4HK1-TC engine will achieve approximately 8 percent better fuel economy than the models they replace, the company says.

Isuzu’s 2011 trucks are more agile, with an increased wheel-cut angle for a tighter turning circle. “The new N-Series trucks are the most maneuverable N-Series trucks ever built,” Isuzu says.

Isuzu trucks can provide a computerized Vehicle Health Report that provides data on vehicle performance and driver operating habits.

The manufacturer offers its Priority Service Maintenance Program that will guarantee preventive maintenance costs with fixed parts and labor expenses for three to six years depending on term, mileage and use. Additional services such as brake and tire options are available. This program can be wrapped into lease or finance options for a single monthly payment.

It is discontinuing its heavier-duty F Series models: FTR, FVR and FXR. The company also no longer offers its H-Series line of conventional Class 6 to 8 trucks.

Beginning in the second quarter of next year, the Isuzu N Series will once again be available in a gas-fueled chassis. The powertrain will employ a General Motors 6.0-liter V8 gasoline engine with six-speed Hydra-Matic transmission.

Scheduled for availability in the second-half of 2011 is Isuzu’s new van body. Designed and manufactured by Utilimaster Corp., it is fitted on Isuzu’s new NPR Eco-Max chassis. Isuzu says this new van “will combine the functionality and design flexibility of a custom-built work truck with the styling and ergonomics of a cargo van.”



Kenworth offers a variety of medium- and heavy-duty trucks with engine offerings using SCR technology.

The truck lineup begins with the T170 Conventional, available in gvwrs from 16,000 to 19,500 pounds. It comes standard with a Paccar PX-6. An Eaton Fuller six-speed manual or Allison five-speed automatic are the transmissions selections.

Next is the 19,501- to 26,000-pound gvwr T270 Conventional. There is the choice of a Paccar PX-6 or PX-8 engine and Eaton Fuller six-, nine- and 10-speed manuals; Eaton Fuller six-speed UltraShift; and Allison five- and six-speed automatics.

The new Paccar PX diesel engine offers enhancements in torque and horsepower options. It features a fully integrated electronic control system for increased power density and fuel efficiency, enhanced reliability, durability, serviceability and optimized performance.

Ratings for the Paccar PX-6 are 200 to 325 hp, with torque from 520 to 750 pound-feet. The PX-8 engine is standard with ratings to 350 hp and 1,000 pound-feet of torque.

The Kenworth T270 also is offered in diesel-electric hybrid version. A Paccar PX-6 and Eaton Fuller six-speed Hybrid UltraShift are standard.

The T370 Conventional Tractor has a gvwr of 26,001 to 55,000 pounds and the same engine and transmission variety as the T270.

There also is a diesel-electric hybrid T370 offering that comes with a Paccar PX-6 engine and Eaton Fuller six-speed Hybrid UltraShift. As a straight truck model, it is available in gvwrs of 26,001 to 33,000 pounds; gross combined weight rating (gcwr) of up to 55,000 pounds for the tractor version.

All of the aforementioned models have a BBC of 109 inches.

The T440 Conventional Tractor comes in BBCs of 117 inches and 123 inches with the Extended Day Cab version, and gvwrs are 33,000 to 68,000 pounds. Engine choices are the Paccar PX-8, Cummins ISL9 engines and Cummins Westport ISL-G natural gas engine. These can be mated to Eaton Fuller six-, nine-, 10-, 11- and 13-speed manuals and Allison five- and six-speed automatics.

With the same gvwrs is Kenworth’s model T470 Conventional Tractor, with a 118-inch BBC or 124 inches with the Extended Day Cab. With the exception of the natural gas engine, it has the same engine and transmission choices as the T440.

The T660 Aerodynamic Conventional comes in day cab and sleeper cab models. The gvwr ranges from 35,000 to 60,000 pounds and gcwr from 80,000 to 140,000 pounds. BBC is 124 inches and the Extended Day Cab is 130 inches.

The Paccar MX, Cummins ISX15 and Cummins ISX11.9 are the engine choices. Available transmissions are Eaton Fuller nine-, 10-, 13-, 15- and 18-speed manuals; Eaton Fuller 10-, 13- and 18-speed AutoShifts; and Eaton Fuller UltraShift PLUS 10-, 13- and 18-speeds.

The new Paccar MX is a 12.9-liter diesel engine that, Kenworth says, has an industry-leading 1 million mile B10 life and superior power-to-weight performance. It is available with a hp range of 380 to 485 and torque outputs up to 1,750 pound-feet.

The Cummins ISX15 engine is rated from 400 to 600 hp and 1,450 to 2,050 pound-feet of torque. The Cummins ISL9 engine is rated up to 380 hp and 1,300 pound-feet of torque.

The 120-inch BBC T700 Aerodynamic Conventional Sleeper Cab, which has earned EPA SmartWay program certification, offers a spacious wide-cab and 75-inch Aerodyne sleeper with an 8-foot cathedral ceiling. It comes with same gvw and gcw ratings, transmission and engine offerings as T660, except the Cummins ISX11.9 is not an option. SmartWay certification recognizes technologies that provide fuel saving and/or emission reduction benefits.

Kenworth’s T800B Conventional comes in both day cab and sleeper cab configurations. The BBC is 123 inches and 129 inches for the Extended Day Cab. Gvwrs range from 33,000 to 105,000 pounds and gcwr from 80,000 to 330,000 pounds.

Transmission offerings are Eaton Fuller nine-, 10-, 11-, 13-, 15- and 18-speed manuals; Eaton Fuller 10- and 18-speed AutoShifts; and Eaton Fuller UltraShift PLUS 10-, 11-, 13- and 18-speeds. Available engines are the Paccar MX, Cummins ISX15 and Cummins ISX11.9.

Also in day cab and sleeper cab versions is the W900B Traditional Conventional, in BBCs of 120 and 130 inches. Its gvwr range goes from 35,000 to 89,000 pounds and gcwr, 80,000 to 200,000 pounds. It shares the same engine and transmission options as the T800B.

The W900L Traditional Conventional comes in day cabs and sleeper cabs as well. BBC is 130 inches; 136 inches on the Extended Day Cab model. It has the same weight ratings as the W900B, but the gcwr goes up to 285,000 pounds. Engine and transmission selections are the same as the T800B and W900B.



Mack Trucks says the most appropriate models for beverage industry applications are its Pinnacle Series of 6x4 aerodynamic conventional highway tractors. Well-suited to line-haul and pick and delivery operations, these tractors come in single- and tandem axle and axle back or axle forward configurations.

There are day cab and sleeper cab versions as well with the option of removing the sleeper box on the sleeper cab models.

The Pinnacle’s cab features lots of space, a nicely appointed ergonomic dash and “unmatched visibility,” Mack says. “The maneuverability of this highway truck is enhanced to navigate tight spaces and is engineered to make servicing a snap.”

The lightweight-but-strong Mack Advantage chassis helps to maximize payload. It also helps deliver a high level of productivity through improved maneuverability with outside wheel cuts of up to 50 degrees, vibration dampening and noise reduction engineering for reduced driver fatigue and improved comfort and improved ride and handling for better performance and driver satisfaction. Advanced engine and vehicle electronics help reduce downtime and increase productivity.

The single rear axle Pinnacle Axle Forward has a 34,700-pound gvwr and an 80,000-pound gcwr. The tandem-rear axle model has a gvwr of 59,220 pounds and a gcwr of 80,000 pounds. Both are powered by a Mack MP8 diesel engine with hp ratings from 425 to 485 hp. Transmission options are Mack six-, nine-, 10-, 13- and 18-speed manuals; Allison five- and six-speed automatics; and Eaton Fuller nine-, 10-, 13-, 15- and 18-speed manuals.

The Pinnacle Axle Backs come in the single rear axle 34,700-pound gvwr and 80,000-pound gcwr model. The tandem axle version is rated at 59,220-pounds gvwr and 80,000-pounds gcwr.

Engine choices for the these two tractors are the Mack MP7 in 325 to 395 hp ratings, or the Mack MP8 from 425 to 485 hp. Mack six-, nine-, 10-, 13- and 18-speed manuals; Allison five- and six-speed automatics; Eaton Fuller nine-, 10-, 13-, 15- and 18-speed manuals; and Eaton Fuller 10- and 18-speed AutoShifts and UltraShifts are the transmission offerings.

Like all Mack Trucks, the Pinnacle features the manufacturer’s ClearTech SCR technology to meet EPA emission requirements, while at the same time “improving fuel economy by up to 5 percent and reducing active regenerations of the diesel particulate filter,” Mack says.



There are no sizeable changes to Mitsubishi Fuso’s current models, but its next generation of trucks is scheduled to be launched early next year.

Mitsubishi Fuso’s model line starts with the 12,500-pound gvwr FE 125 and the 14,500-pound gvwr FE 145. Both have a 185-hp Mitsubishi turbocharged intercooled diesel and an Aisin six-speed automatic transmission.

Next is the FE 180, a 17,995-pound gvwr model. It has the same engine as the other two FEs, but its standard transmission is a Mitsubishi six-speed manual. The Aisin six-speed automatic is an option.

The manufacturer announced earlier this year that it will concentrate on Class 3 to 5 vehicles and is discontinuing its heavier-duty FK and FM models.



Navistar produces International brand medium- and heavy-duty commercial trucks. Its medium-duty models include the all-new Class 4/5 International TerraStar and the Class 6/7 International DuraStar.

The Class 4/5 International TerraStar “is easy to operate and features best-in-class visibility"

28 percent more than the market leader,” Navistar says. “With an industry-best 107-inch BBC length and a 44-foot curb-to-curb turning radius, it offers outstanding maneuverability in even the tightest work environments.”

The TerraStar also features a commercial-duty truck cab with “30 percent more cab interior space than the market leader, allowing plenty of room for three adults to fit comfortably in the front seat.” It will be offered with optional extended cab or crew cab configurations.

The International DuraStar 4300 is available in 23,500- to 44,000-pound gvwrs. Engine choice is the MaxxForce DT up to 300 hp, or the MaxxForce 7 with up to 300 hp. Transmissions available are a selection of Eaton Fuller six- and seven-speed manuals and Allison automatics.

At the top of the DuraStar lineup is the 4400 and 4400 Mid-Cab Tractor with gvwrs ranging from 25,500 to 54,000 pounds. These two models come with MaxxForce in-line six-cylinder engines, in horsepower ratings up to 350 hp, and a choice of Allison automatic transmissions or six-, seven- and 10-speed manuals from Eaton Fuller.

The DuraStar also is offered in a hybrid model, which use a diesel hybrid electric system, as both a truck and a tractor.

The key to this powertrain’s efficiency is the Hybrid Drive Unit (HDU). While braking, torque passing through the transmission turns the generator in the HDU to recharge the battery. Then, when pulling away, the truck uses the torque created by the electric motor to get the vehicle moving. Once up to speed, the MaxxForce DT engine takes over.

Navistar’s heavy-duty trucks are the International TranStar, International LoneStar and the new International ProStar+.

The LoneStar is a tandem-axle aerodynamic conventional model offered in both day and sleeper cab models. The range of gvwrs is from 52,350 to 60,600 pounds and gcwrs from 90,000 to 140,000 pounds. Engine ratings go up to 550 hp. Transmission selections are Eaton Fuller 10-, 13-, 15-and 18-speed manuals; Eaton Fuller 10- and 18-speed AutoShifts; and Eaton Fuller 10-speed UltraShifts.

International’s ProStar+ also is an aerodynamic tandem-axle tractor that also comes as a day cab or sleeper cab. Its gvwr goes from 32,000 to 37,000 pounds, and gcwrs are from 80,000 to 111,000 pounds. This model is available with engines in hp ratings up to 475 hp and with the same transmissions offered on the LoneStar.

The TranStar is an aerodynamic short BBC conventional tractor available in single- and tandem-axle versions. This model is available with 30,000- to 37,000-pound gvwrs and 50,000- to 110,000-pound gcwrs.

Ratings for engine options go from 330 to 410 hp. Eaton Fuller seven-, 10- and 13-speed manuals; Eaton Fuller 10-speed UltraShifts; and Allison automatics make up the transmission options.

Customers recently began taking delivery of Navistar’s eStar all-electric truck, which received EPA certification as a clean fuel fleet vehicle, as well as California Air Resources Board (CARB) certification as a zero-emissions vehicle. This Class 2c-3 electric truck - the first in its category - has a range of up to 100 miles per charge. It has been engineered with superior aerodynamics, a walk-through cab and a quick-change cassette-type battery that can be swapped out in 20 minutes.



Peterbilt introduced several new products in 2010, including the new heavy-duty Model 587 that was designed for long-haul fleets and the Model 382 planned for the Class 8 short-haul, pickup and delivery markets.

The Model 587 is SmartWay certified by the EPA as fuel efficient and environmentally friendly. It features “a contoured hood and bumper design that reduces drag and improves fuel economy by 1.25 percent, hybrid technology headlamps that increase nighttime visibility by 35 percent and a new chassis design improving maneuverability by 12 percent,” Peterbilt says.

Powered by the new Paccar MX engine, which also is available on Peterbilt’s Class 8 product line, the Model 587 “provides users longer service intervals, increased uptime, lower operating costs and higher resale value.”

The MX engine has a B10 design life of 1 million miles and is the only engine to use Compact Graphite Iron (CGI) in both the engine block and head. CGI is 20 percent lighter, 75 percent stronger and has 200 percent greater thermal fatigue characteristics than traditional gray iron.

The engine has the industry’s first integrated lubrication module that includes primary and secondary filters and an oil cooler, joined directly to the engine without external lines. This increases reliability and extends service intervals.

Also available with the Cummins ISX15 engine, the Model 587 interior features an integrated cab and sleeper. The ergonomic cab interior provides plenty of legroom, swivel seats, dual arm rests and easy access to switches and power controls for added comfort and convenience. It includes a full 30-inches of walk-through space between the seats, offering easy access to a sleeper that surrounds the driver with functional amenities and accessible storage space, such as cabinet-enclosed closets and under-bunk storage.

Peterbilt’s Model 382 has a lightweight design with aerodynamic styling and ergonomic interior. Available as a day cab, it can be maneuvered easily through congested urban environments with its 50-degree wheel cut. Back-lit gauges, door panel controls and rocker switches are all within easy reach, the company says.

The Model 382 is available with a selection of Peterbilt’s lightweight suspensions for a smooth ride.

It is powered by the Cummins ISL9 engine, which has one of the highest power-to-weight ratios in its class and its ratings range from 345 to 380 hp with a maximum 1,300 pound-feet of torque.

The Model 384 has the new proprietary Aerodynamic Package that increases fuel economy by 12 percent. This package includes a roof fairing and trim tabs, sleeper roof transition, enhanced chassis fairings, aero battery/tool box, composite sunvisor and 3-inch sleeper extender and aerodynamic mirrors.

The Model 384 is available in single- and tandem-drive axles, as a day cab or with a detachable Unibilt sleeper, and is “ideal” for bulk and short haul applications, Peterbilt says.

It is powered by the Paccar MX engine and is available with the Cummins Westport ISL-G engine in two platforms: compressed (CNG) and liquefied natural gas (LNG). Eaton Fuller 10-, 13-, 15- and 18-speed manuals and Eaton Fuller 10- and 13-speed UltraShifts transmissions can be spec’d.

Peterbilt’s Model 386 has a sleek hood design, swept-back fenders and integrated headlights “to create an aerodynamic front end that smoothly diverts air flow around the cab, increasing fuel efficiency.” It also features premium-grade aluminum and advanced composite materials that combine to reduce weight for increased payloads while driving.

Like the Model 384, Model 386 is available in single- and tandem-drive axle versions, as a day cab or with a detachable Unibilt sleeper.

Engine selections are the Paccar MX and the Cummins ISX in ratings from 380 to 600 hp. Transmission choices are Eaton Fuller 10-, 13-, 15- and 18-speed manuals; Eaton Fuller 10- and 18-speed AutoShifts; and Eaton Fuller 10- and 13-speed UltraShifts.

Peterbilt’s Model 337 and 348, available in the conventional or hybrid electric configurations, is a new medium-duty product line featuring a multiplex electrical system, increased side visibility and a simple dash layout for increased driver productivity, the company says.

The choices of engines for the Model 337 are the Paccar PX-6 diesel, from 240 to 325 hp; Paccar PX-8, from 240 to 360 hp; and a hybrid electric (HE) configuration Paccar PX-6 at 240 hp.

The HE system recovers energy normally lost during braking and stores it in the system’s batteries. The system’s motor/generator uses this stored energy to provide torque to the truck’s driveline to improve vehicle performance, operating the engine in a more fuel-efficient range or operating with only electric power, which takes approximately 5 minutes per hour of operation.

The engines can be mated to Eaton Fuller six-, nine-, 10- and 11-speed manuals; Eaton Fuller 10-speed automated; Eaton Fuller Hybrid; or Allison six-speed automatic transmissions.

The Model 348 can be spec’d with the Paccar PX-8, from 240 to 380 hp, or the 280-hp hybrid configuration Paccar PX-6. Transmission availability is the same as the Model 337.

Peterbilt’s conventional medium-duty trucks are the Class 5 Model 325 with a gvwr of 19,500 pounds; Class 6 Model 330 has 26,000-pounds gvwr; and Class 7 Model 337 with gvwrs up to 33,000 pounds.

The Model 325 comes with a Paccar PX-6 in ratings from 200 to 300 hp and a choice of an Eaton Fuller six-speed manual or Allison five- or six- speed automatic transmission. The Model 330 has the same engine and transmission offerings, as well as the hybrid electric configuration Paccar PX-6.

Peterbilt’s Model 389 and Model 388 are its traditionally-styled vehicles but with aerodynamic enhancements. Both come with the new Fuel Efficiency Package, designed to provide sizeable fuel savings by using a set of proprietary components to reduce vehicle drag. The package components include aerodynamic mirrors, sleeper extender, roof fairing and trim tabs, composite sunvisor and sleeper roof transition. These components redirect airflow and provide less drag resistance, resulting in improved overall fuel economy and a more streamlined appearance.

Available in single- or tandem-drive axles, the Models 389 and 388 are available as a day cab or with detachable Unibilt sleepers. The Paccar MX engine or a Cummins engine, both up to 600 hp, can be specified. Transmission options are Eaton Fuller nine-, 10-, 11-, 13-, 15- and 18-speed manuals and Eaton Fuller 10-, 13- and 18- speed UltraShifts transmissions.



When all the other Japanese manufacturers stepped back from Classes 6 and 7 cabovers, UD Trucks stepped up in Classes 5 to 7. At the same time, it dropped the 14,250-pound gvwr UD1400 and the 17,995-pound gvwr UD1800CS (City Spec) from its lineup.

Its 2011 models feature a completely redesigned cab that provides a more spacious, comfortable and ergonomic operator’s environment, the company says. The driver’s position has more leg and head room. The driver side suspension seat is air for fuller drivers to fit comfortably. All UD Trucks have added pockets in the door and closeable overhead storage is the standard.

In addition, all 2011 UD Trucks have the new 7-liter turbocharged and intercooled in-line six-cylinder GH7 diesel engine. Jointly developed by UD Trucks Corp. and Volvo Powertrain Development, it is available in ratings of 245 and 280 hp.

The engine uses SCR and DPF emissions technology for EPA compliance and to meet the Certified Clean Idle standard.

The 2011 vehicles are “significantly more fuel efficient than our previous products,” UD Trucks says. A six-speed transmission is standard; Allison five- and six-speed automatics are optional.

UD Trucks’ line now begins with the UD1800, rated at 17,995 pounds, followed by the 19,500-pound gvwr UD2000, then the 23,000-pound gvwr UD2300, available in a dock height or low profile version.

The UD2600 has a load capacity of 25,995 pounds gvwr and comes in a low profile model, the UD2600LP. The UD3300 has the heaviest payload capacity with a gvwr of 32,900 pounds.

In late September, Volvo AB announced that the collaboration between its Japanese subsidiary UD Trucks and Nissan Motor on the contract manufacturing of light-duty trucks will expire and the production will end in January 2011. Nissan Motor will now produce its own light-duty trucks. The decision enables UD Trucks, formerly Nissan Diesel, to focus more on medium- and heavy-duty trucks, the company says. UD Trucks will continue to have its own manufacturing operation for light-duty trucks for the export market.



Volvo Trucks offers a lineup of aerodynamic conventional tractors that fit a range of beverage applications. Most are available in 4x2, 6x2, 6x4 and 8x4 configurations.

Intended for urban routes and specialty hauling are the mid-length hood VNM day cab and VNM 430 and VNM 630 day and sleeper cab models. They are available with a 33,000 to 60,600-pound gvwr and a gcwr up to 143,000 pounds.

These trucks have two diesel engine choices: the Volvo D11, in ratings from 325 to 405 hp, or a Volvo D13, 375 to 500 hp. Volvo 12-speed I-Shifts (a two-pedal, automated mechanical transmission); Eaton Fuller nine-, 10-, 13- and 18-speed manuals; Eaton Fuller AutoShifts and UltraShifts; and Allison automatics are the transmissions selections.

The long-hood VNL series has a day cab model with a gvwr of 33,000 to 60,600 pounds and a gcwr up to 160,000 pounds.

The Volvo D11, from 325 to 405 hp; Volvo D13, 375 to 500 hp; Volvo D16, 450 to 550 hp; and Cummins ISX, 400 to 550 hp, are the engine selections. Transmissions offerings are Volvo 12-speed I-Shifts; Eaton Fuller nine-, 10-, 13-,15- and 18-speed manuals; and Eaton Fuller AutoShifts and UltraShifts.

The VNL 430 is designed for regional routes. It has a 33,000- to 60,660-pound gvwr and a gcwr up to 160,000 pounds. This model can be equipped with either a Volvo D13 engine, 375 to 500 hp; Volvo D16, 400 to 550 hp; or Cummins ISX, 400 to 550 hp.

Available transmissions include the Volvo 12-speed I-Shifts; Eaton Fuller nine-, 10-, 13- and 18-speed manuals; and Eaton Fuller AutoShifts and UltraShifts.

The 33,500 to 60,600-pound gvwr VN 630 is a mid-roof, long-hood sleeper cab that has a gcwr up to 160,000 pounds.

Its engine offerings are the Volvo D13, 375 to 500 hp; Volvo D16, 450 to 550 hp; and Cummins ISX, 400 to 550 hp. Volvo 12-speed I-Shifts; Eaton Fuller nine-, 10-, 13- and 18-speed manuals; and Eaton Fuller AutoShifts and UltraShifts are the transmission choices.

VN 670 is a long-hood high-roof sleeper with the same weight ratings as the VNL 630. Also in the Volvo Trucks lineup is the VN 730 mid-roof long-hood sleeper that is rated at 33,500- to 60,600-pounds gvwr and up to 160,000 pounds.

Designed as a long-haul truck, the VN 780 is a long-hood model with a spacious raised-roof sleeper. The flagship model of Volvo Truck’s VN line, it has the same weight ratings as the VN 730.

The VN 670, VN 730 and VN 780 each come with the same engine and transmissions offerings as the VN 630: Volvo D13, 375 to 500 hp; Volvo D16, 450 to 535 hp; Cummins ISX 400 to 550 hp; Volvo 12-speed I-Shifts; Eaton Fuller nine-, 10-, 13- and 18-speed manuals; Eaton Fuller Auto Shifts and Ultra Shifts.


Western Star says one of its most appropriate trucks for beverage applications is the 4900 109-inch BBC model. It is a short-nose conventional model offered in 4x2 and 6x4 axle configurations for both truck and tractor applications.

With its 50-inch set-back axle position, the 4900 109 offers “superb maneuverability and its SuperVis hood does exactly what the name implies,” Western Star says.

A number of front axle offerings are available from 12,000 to 20,000 pounds. There is a variety of rear axles, from single axles at 23,000 pounds to tridems at 105,000 pounds. Rear suspensions from Airliner, Tuftrac, Hendrickson, Chalmers, Neway and Reyco, are offered in capacities from 21,000 to 78,000 pounds.

The standard engine is the Detroit Diesel DD13 BlueTec with hp ratings from 350 to 450 and torque ratings from 1250 to 1650 pound-feet.

A full compliment of transmissions are available to complement the DD13, including Eaton Fuller 10-, 11-, 13-, 15- and 18-speed manuals; Eaton Fuller AutoShifts and UltraShifts; and Allison automatics.

For customers who prefer square nose traditional styling, the 109 is available in a set-forward axle configuration with a big metal grille. This model offers all the same options listed for 4900 set-back axle tractor.

Website: BI

Related Links:

Distribution: 2010 engines tout positive performance
Distribution: Distractions to avoid while driving
Distribution: Route optimization solutions help find a path