For 2010, truck manufacturers once again are offering a wide variety of trucks and options to choose from, including hybrids. This annual truck model preview provides an overview of fundamental specifications for medium- and heavy-duty truck models that are applicable to the beverage industry. The addition of hybrid models to the truck offerings brings fewer emissions and offers fuel and operational savings compared to traditional diesel engine-powered trucks.

Many developments have occurred within the trucking industry of late. Daimler Trucks North America (DTNA) discontinued its Sterling Trucks brand, effective in March. A few months later in July, General Motors scrapped its medium-duty truck business after a fruitless four-year search for a buyer.

Last year, Caterpillar announced it would pull out of the North American commercial truck market by 2010, except for a severe-duty truck and engine built in partnership with Navistar. However, it said it would continue to sell its on-highway engines through 2009 and support those and the engines currently on the road “for the life of those engines.”

Meanwhile, to meet the more stringent U.S. EPA 2010 diesel emissions regulations, truck and engine builders have settled on two strategies. All but Navistar are using selective catalytic reduction (SCR) for their diesel emissions control technology. SCR is a method of converting diesel oxides of nitrogen (NOx) emissions by catalytic reaction into benign nitrogen gas and water.

Navistar’s MaxxForce engines will use the company’s own exhaust gas recirculation (EGR) technology. This works by re-circulating a portion of an engine’s exhaust back to the engine cylinders and burning off excess pollutants.


Ford offers both low cab forward and conventional model medium-duty trucks. Its low cab forward comes in two versions: the LCF45, with a standard 16,000-pound gross vehicle weight rating (gvwr) and an optional 15,000 rating; and the LCF55, 19,500-pound gvwr standard, 17,999-pound optional.

Designed and built specifically for the North American market, the LCF chassis shares key components with Ford’s Super Duty models. The LCF’s maneuverability leads the low cab forward class thanks to the segment’s tightest curb-to-curb turning radius and a short bumper-to-back-of-cab (BBC) measurement.

Power comes from a 4.5-liter 200-horsepower (hp) Power Stroke Diesel V-6 coupled to a TorqShift five-speed automatic. A four-wheel power disc brake with a three-channel antilock braking system is standard.

Ford’s conventionals are the F-650 and F-750. Both are offered in regular and super cab configurations and have a host of standard and optional upgrades for enhanced flexibility, comfort and utility. Available gvwrs are 20,000 to 37,000 pounds.

A Cummins 6.7-liter ISB turbo diesel, from 200 to 325 hp, is the standard engine. The choice of transmissions include Allison five- and six-speed automatics; Eaton Fuller five-, six- and seven-speed manuals; Eaton Fuller UltraShifts; and Spicer seven-speed manuals.

The F-650s and F-750s come standard with the HPB/Quadraulic Brake System. It 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.

The Quadraulic fixed-caliper configuration helps eliminate environmental wear and tear that afflicts conventional slider calipers.

Although it is light-duty, it bears mentioning that Ford has a new 2010 model truck: the Transit Connect compact van. Available with or without side and rear windows, it offers 135 cubic feet of cargo space and a maximum payload capacity up to 1,600 pounds. It has a 136-hp 2-liter Duratec gas engine mated to a four-speed automatic transmission with overdrive.

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Freightliner’s Business Class M2 models come in 106- and 112-inch BBC platforms. Available as a truck or tractor, the M2 106 features up to 55-degree wheel cut, set-back front axle and swept-back bumper for maneuverability in tight urban situations. With a gvwr of up to 60,000 pounds, this medium-duty vehicle comes with a Mercedes-Benz diesel engine with horsepower ratings from 170 to 350 hp and is available with manual, automatic and automated transmissions from Mercedes-Benz, Eaton Fuller and Allison, and with Freightliner’s SmartShift.

With a gvwr of up to 66,000 pounds, the M2 112 has as a standard Mercedes-Benz diesel engine with 350- to 450-hp ratings and the same transmission options as the M2 106. 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 that 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 heavy-duty aerodynamic models include the Cascadia, Century Class S/T and Columbia, each available as sleeper or day cabs.

The Cascadia has gvwrs of 35,000 to 71,000 pounds and a 92,000-pound gross combination weight rating (gcwr). Detroit Diesel engines are offered in ratings from 450 to 560 hp. Among the transmission selections: Eaton Fuller 10-, 13- and 18-speed manuals; Eaton Fuller UltraShifts and AutoShifts.

The Century Class S/T, Columbia and Coronado all can be had with 46,000 to 64,000-pound gvwrs and a gcwr of 140,000 pounds. Transmission selections are the same as the Cascadia. Engine options are 350- to 560-hp Detroit Diesels on the Century Class S/T and Columbia. The Coronado gets Detroit Diesel and Cummins in ratings from 450 to 600 hp.

The Classic and Classic XL, Freightliner’s traditional conventional day and sleeper tractors, no longer will be offered after this year.

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Hino Trucks offers a diverse range of Class 4 to 7 conventional model trucks, all with clean access from the back-of-cab to the end of the frame rails for simplified body and equipment installations. It did not make any major changes to its trucks for model year 2010.

Its lineup starts with the Hino 145 and 165, Class 4 models with a gvwr of 14,050 and 16,000 pounds, respectively. Both come standard with a 175-hp Hino turbocharged intercooled diesel. The 145 has an Aisin four-speed automatic transmission. For the 165, there is the choice of an Eaton Fuller five-speed manual or an Allison six-speed automatic.

The Class 5 185, with an 18,000-pound gvwr, also is equipped with the same engine and the option of an Eaton Fuller five-speed or Allison six-speed.

Positioned for city delivery is Hino’s five Class 6 models: the 238, 258LP, 258ALP, 268 and 268A. Each comes with an extensive list of standard and optional features, which were introduced on its 2009 trucks. Standard equipment include a suspension driver’s seat, exhaust brake, cruise control, AM/FM/CD and driver information display. Among the new optional features are a Hendrickson air-ride suspension, power windows and power door locks.

With a gvwr of 23,000 pounds, the Hino 238 has a 220-hp Hino turbocharged intercooled diesel and an Allison six-speed automatic. 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 get power by the 220-hp Hino diesel. Transmission choices are a six-speed Eaton Fuller manual or a six-speed Allison automatic.

The 268A has the same engine, but rated at 260 hp, and shares the same transmission selections.

The heaviest trucks in the Hino truck lineup are the 7 Class 338 and 338 CT (city tractor). Both have a capacity of 33,000 pounds gvwr, come standard with the 260-hp Hino turbocharged intercooled diesel and the choice of either an Eaton Fuller six-speed manual or Allison six-speed automatic transmission.

For 2010, Hino has expanded its chrome and custom trim accessory offerings, called HinoStyle.

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International also produces a range of medium- and heavy-duty commercial trucks. Its medium-duty models are the low cab forward CityStar and conventional cab DuraStar.

The CityStar CF 500 has a gvwr of 16,000 pounds while the CF600 comes in gvwrs of 17,999 to 19,500 pounds. Both have a 200-hp Navistar MaxxForce diesel engine backed to a five-speed automatic transmission.

The DuraStar 4100, in gvwrs from 17,800 to 21,500 pounds, is available with a 230-hp MaxxForce diesel and a choice of an Allison automatic or six-speed Eaton Fuller manual transmission.

Next are the 4300 and 4300 Lo-Profile models, available in 23,500- to 44,000-pound gvwrs. Engine choices include the International DT466 at 210 or 255 hp, or the MaxxForce 7 at 200 or 230 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, 4400 Lo-Profile and 4400 Tractor. Gross vehicle weight ratings range from 25,500 to 54,000 pounds. These come with MaxxForce engines, in horsepower ratings from 225 to 300 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 as both a truck and a tractor. These use a diesel hybrid electric system.

The key to the 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 9000 Series, LoneStar, ProStar and TranStar. The 9000 Series is comprised of three conventional models: the 9200i in both single and tandem rear axle versions in day and sleeper cab configurations, and the 9900i and 9900ix tandem rear axle tractors, also in day and sleeper cab configurations.

The short-hood 9200i comes in gvwrs of 32,000 to 37,000 pounds and gross combination weight ratings of 80,000 to 110,000 pounds. Engine horsepower ratings are up to 500 hp. Eaton Fuller nine-, 10-, 13-, 15- and 18-speed manual; Meritor 10- and 12-speed manual; and Eaton Fuller 10-Speed AutoShifts are the transmission choices.

The long-nosed 9900i and the extended-hood 9900ix tractors have increased payload capacity with a gvwr from 46,000 to 60,600 pounds, a gcwr of 90,000 to 140,000 pounds, and diesel engines up to 600 hp. Available transmissions are the same choices as those on the 9200i.

The LoneStar is a tandem axle aerodynamic conventional offered in both day and sleeper cab models. Its gwvrs range from 52,350 to 60,600, with gcwrs from 90,000 to 140,000 pounds.

Engine ratings go up to 600 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 comes as a day cab or sleeper. Its gvwr goes from 32,000 to 37,000 pounds; gcwrs are 80,000 to 111,000 pounds.

This model is available with engines in horsepower ratings up to 525 hp and with the same transmissions offered on the LoneStar.

The TranStar 8500 and 8600 are aerodynamic short BBC conventional tractors in single and tandem axle versions. Models are available with 30,000- to 37,000-pound gvwrs and 50,000- to 110,000-pound gcwrs.

Ratings for engine options go from 305 to 475 hp. Eaton Fuller 13- and 10-speed manuals; Eaton Fuller 10-speed AutoShifts; Allison automatics; and Spicer seven-speed manuals make up the transmissions options.

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Very little has changed on model 2010 Isuzu Trucks. Its lineup of low cab forward models begins with N Series. The NPR comes in both a gas- and diesel-powered version with gvwr ratings of 12,000 and 14,500 pounds. The NPR Gas has a 325-hp Vortec V8 engine and Hydra-Matic four-speed automatic transmission. The diesel model has a 205-hp Isuzu turbocharged intercooled diesel backed to an Aisin six-speed automatic.

Next come the 17,950-pound gvwr NQR, followed by the NRR with a 19,500-pound gvwr. Both have the 205-hp Isuzu turbocharged intercooled diesel and Aisin six-speed automatic.

The F Series begins the models designed for heavier loads. There are four models: the FTR and FVR, each with a gvwr of 25,950 pounds; FXR single axle with a 33,000-pound gvwr and FXR tandem axle with a gvwr of 56,000 pounds.

The FTR, FVR and FXR single axle each come standard with an Isuzu turbocharged intercooled diesel rated at 215 hp and an Allison six-speed automatic transmission. The FXR tandem axle has the same transmission and engine model, but it is rated at 300 hp.

Isuzu also offers a line of conventional trucks, the H Series, covering Classes 6 to 8, with gvwrs from 25,950 to 54,600 pounds. These models feature a set-back front axle and a tight 53-degree wheelcut to enable the trucks to turn in a tighter circle than most full-size pickups and some midsize cars.

Power for the H Series is supplied by an overhead cam, in-line six-cylinder diesel engine, available in ratings from 200 to 300 hp. A variety of Allison automatic and Eaton Fuller manual transmissions can be had.

To improve vehicle performance and reduce the cost of operation, Isuzu Truck’s diesel models incorporate the IDSS diagnostic tool to generate a Vehicle Health Report. Component performance and driver usage data provided by this report include the condition of the engine, transmission, emissions system and brakes, as well as fuel economy and driver operating habits.

Last month, Isuzu Truck introduced a Priority Service Maintenance Program that will guarantee preventive maintenance costs with fixed parts and labor expenses for three to six years, depending on the term, mileage and utilization. In addition to guaranteed parts and labor costs, there are additional services such as brake, tire and substitute vehicles options.

In conjunction with Isuzu Finance of America or Hitachi Capital Corp., the program can be wrapped into the vehicle finance contract or lease. The program will enable one payment for the vehicle and scheduled preventive maintenance along with other options selected by the customer.

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Kenworth, which offers both medium- and heavy-duty trucks, added a new model last month: the T440. In tractor and truck configurations, it is targeted at regional-haul, city pickup and delivery, municipal and vocational applications.

Built on the same platform as the conventional T470 model, the new T440 has a gross vehicle weight ranging from a heavy Class 7 vehicle at 33,000 pounds, up to a light Class 8 truck at 68,000 pounds. The Paccar PX-8 engine, rated from 260 to 350 hp is standard equipment. Optional is a 9-liter Cummins ISL engine is rated from 345 to 380 hp. Available transmissions are 10-, 11- and 13-speed manuals and five- and six-speed automatics.

The T440 features an aerodynamic sloped hood that gives the driver enhanced forward visibility. A three-piece aerodynamic bumper, Kenworth signature grille and “best-in-class forward lighting” with Halogen projector headlamps are standard equipment. The T440 also can be ordered as a day cab or an extended day cab, or as a 38-inch Kenworth AeroCab sleeper.

Kenworth’s medium-duty trucks are its conventional T series, which feature improved visibility, maneuverability and advanced ergonomic design. The lineup starts with the Class 5 T170. With a 16,000- to 19,500-pound gvwr, it comes in a single rear or tandem drive axle configuration. Power is supplied by a Paccar PX-6 engine rated up to 300 hp with a choice of Eaton Fuller manual or Allison automatic transmissions.

The T270 and T370 non-CDL versions are both Class 6 vehicles rated at 26,000 pounds gvwr. Available engines are the Paccar PX-6 and PX-8, from 200 to 330 hp, which can be mated to a selection of Eaton Fuller manual or Allison automatic transmissions.

The Class 7 models, with gvwrs of 26,001 to 54,600 pounds, are available with the Paccar PX-6 engine rated to 325 hp and the Paccar PX-8 engine rated to 360 hp.

Kenworth also has hybrid versions of its T270 and T370. These are diesel-electric hybrid single rear axle trucks with a gvwr range of 25,000 to 33,000 pounds, intended for pickup and delivery applications.

The T370 Hybrid also is offered as a single rear axle tractor in gvwrs of 25,000 to 40,000 pounds. It works well for local-haul applications such as beverage distribution.

Kenworth’s hybrids use an integral transmission-mounted motor/generator; frame-mounted 340-volt, lithium-ion battery pack; and dedicated power management system. Electricity generated through regenerative braking is stored and used for acceleration, assisting the diesel engine.

The hybrid system is monitored through an in-dash display. As the power requirements for different driving conditions change, the screen constantly updates the driver on system status.

Kenworth’s heavy-duty models are the T660 and T2000 aerodynamic conventional tractors and the conventional T800B, W900B and W900L models.

The T660, which Kenworth touts as the “most highly evolved aerodynamic long-haul conventional,” comes with single or tandem drive axles in gvwrs of 35,000 to 60,000 pounds and gcwrs of 80,000 to 140,000 pounds. There are day cab, extended day cab and sleeper cab configurations.

Engines are available with up to 600 hp. Transmission selections are Eaton Fuller nine-, 10-, 13-, 15- and 18-speed manuals; Eaton Fuller 10- and 18-speed AutoShifts; and Eaton Fuller 10- and 13-speed UltraShifts.

The 2000, with a spacious interior, is built primarily for over-the-road applications. It has the same weight ratings and engine and transmission choices as the T660.

Available as a truck or tractor, with single, tandem or tridem drive axles, the T800B Series is intended for line haul, regional haul, pickup-and-delivery and bulk-haul applications. Its gvwr ranges from 33,000 to 105,000 pounds, and the gcwr is 80,000 to 330,000 pounds.

It also shares the same engine and transmission choices as the T600 and T2000. Day cab, extended day cab and sleeper cab versions are available.

Kenworth’s W900B and W900L Series are traditional, long-hood models. Both come in single, tandem or tridem drive axle configurations with 35,000- to 39,000-pound gvwrs and day cab, extended day cab and sleeper cab adaptations. The W900B’s gcwr range is 80,000 to 200,000 pounds; W900L is 80,000 to 285,000 pounds.

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Mack Trucks’ appropriate models for the beverage industry are its Pinnacle Series of aerodynamic conventional highway tractors. These can be had in axle back or axle forward, and single or tandem rear axle configurations.

The vehicles are built on the lightweight-but-strong Mack Advantage chassis to help maximize payload. They also feature “industry-leading electronics,” an ergonomic dashboard, a quieter, reinforced cab and plush interiors.

The Pinnacle Series comes in both day cab and sleeper cab versions. There is the option of removing the sleeper box on the sleeper cab models.

The single rear axle Pinnacle Axle Forward CHU612 has a 34,700-pound gvwr and an 80,000-pound gcwr. The tandem rear axle model, the CHU613, has a gvwr of 59,220 pounds and a gcwr of 80,000 pounds.

Both are powered by a Mack MP8 diesel engine with horsepower ratings from 415 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 Axe Back models are the CXU612, with 34,700-pound gvwr and 80,000-pound gcwr; and the CXU613, which has a 59,220-pound gvwr and 80,000-pound gcwr.

Engines choices for these two tractor models are the Mack MP7 in 325- to 405-hp ratings or the Mack MP8 from 415 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 alternatives.

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Mitsubishi Fuso produces a line of low cab forward medium-duty trucks, beginning with its FE models and topping off with its FK and FM models. All come with a three-part warranty: limited three-year vehicle bumper-to-bumper/unlimited mileage; limited four-year warranty against rust-through; and a five-year/175,000-mile (FE models) or five-year/250,000-mile (FK/FM models) limited powertrain plan that also covers bolt-ons such as turbochargers, starter motors and alternators.

The FE 125 is a 12,500-pound gvwr model, the FE 145 a 14,500-pound gvwr model and the FE 180 a 17,995-pound gvwr model. All come standard with a 185-hp Mitsubishi turbocharged intercooled diesel and an Aisin six-speed automatic transmission. The FE 180 offers a Mitsubishi six-speed manual as an option.

Stepping up in cargo-carrying capacity is the FK Series: the 19,850-pound gvwr FK 200 and the 25,995-pound gvwr FK 260. Standard on both models is a 243-hp Mitsubishi turbocharged intercooled diesel backed to an Allison electronic five-speed overdrive automatic. A Mitsubishi six-speed overdrive manual transmission is an option on the FK 260.

Topping Mitsubishi Fuso’s product line is the FM 330 with its gvwr of 32,900 pounds. It has the same engine as the FK Series. An Allison six-speed overdrive automatic is the standard transmission. Optional is a Mitsubishi six-speed manual.

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The 4900 EX is Western Star’s traditional, extended-hood conventional sleeper tractor, available in gcwrs of 52,000 to 72,000 pounds with a gcwr from 80,000 to 160,000 pounds. Engine choices, which include the Detroit Diesel Series 60, can be had with horsepower ratings from 380 to 625.

For transmissions, there are Eaton Fuller seven-, 10-, 11-, 13-, 15- and 18-speed manuals, Eaton Fuller AutoShifts and UltraShifts and Allison automatics.

A traditional conventional sleeper is the set-back axle 4900 SA. It has the same gvwrs as the 4900 EX, but its gcwrs go up to 250,000 pounds. Engines, including models from Detroit Diesel and Mercedes Benz, can be spec’d in ratings from 305 to 625 hp. These can be backed to any of the same transmission selections available on the 4900 EX.

The 4900 FA, also a conventional sleeper, has a set-forward axle. This model is available with a 52,000- to 90,000-pound gvwr and a 80,000- to 250,000-pound gvwr.

It comes standard with a Detroit Diesel Series 60 engine, with ratings for 380 to 515 hp. Like the 4900 SA, other engines can be ordered in horsepower ratings of 305 625 hp. Transmission choices are the same.

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Peterbilt, mid-last month, introduced two new trucks: the medium-duty Model 337, aimed at beverage, pickup and delivery and foodservice vocations, and the Model 348, for Class 7 and Class 8 specialty applications.

The Model 337 has an all-new ergonomically designed driver display package that features a gauge arrangement that is easy to read and includes key vehicle performance data located at the top of the dash for optimal viewing. Power windows, mirrors and lock switches are located in the new door pad design and dual cup holders provide added convenience. A new HVAC system not only improves air flow, but also reduces maintenance costs.

Significant visibility improvements include an overall increase of 17 percent side window visibility and improved forward visibility to provide an advantage for drivers operating in congested urban environments.

Engine selections are the Paccar PX-6 diesel, from 240 to 325 hp; Paccar PX-8, in ratings from 240 to 360 hp; and a hybrid electric configuration Paccar PX-6 at 240 hp. These can be mated to Eaton Fuller six-, nine-, 10- and 11-speed manual; Eaton Fuller 10-speed automated; Eaton Fuller Hybrid; or Allison six-speed automatic transmissions.

The Model 348, which also features the new driver display package and HVAC system, is available in truck or tractor configurations with a gvwr beginning at 35,000 pounds. It is intended for specialty vocations such as construction, petroleum delivery, refuse and utility.

The Paccar PX-8, from 240 to 380 hp, and the 280-hp hybrid configuration Paccar PX-6 are the engine choices. Transmission availability is the same as the Model 337.

Peterbilt’s other conventional medium-duty trucks are the Class 5 Model 325 with a gvwr of 19,500 pounds; Class 6 Model 330, 26,000-pounds gvwr; and Class 7 Model 335, 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-speed automatic transmission. The Model 330 has the same engine and transmission offerings.

Obtainable as a truck or tractor, the Model 335’s available engines are the Paccar PX-6, 300 to 325 hp, and the Paccar PX-8, 240 to 330 hp. Transmission options are Eaton Fuller six-, eight-, nine- and 10-speed manuals and Allison four-, five- and six-speed automatics.

For its heavy-duty models, Peterbilt offers both aerodynamic and conventional tractors. The three aerodynamic vehicles are recognized as fuel efficient and environmentally friendly by the U.S. EPA’s SmartWay program. That program establishes a set of fuel-saving, low-emission specs for Class 8 long-haul tractors.

Model 386, for virtually any on-highway application, comes with Peterbilt’s new proprietary Aerodynamic Package for improved fuel economy. The Aero 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. In single and tandem drive axle versions, the Model 386 is available as a day cab and with Unibilt sleepers that are detachable.

Engine selections are Cummins diesels in ratings from 320 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.

The maneuverable and versatile Model 384 also has the new proprietary Aero Package. Like the Model 386, it also comes in single and tandem drive axles and as a day cab or with detachable Unibilt sleeper.

Ideal for tanker, pickup and delivery, regional and short haul applications, the Model 384 has Cummins engines from 280 to 425 hp. Eaton Fuller 10-, 13-, 15- and 18-speed manuals and Eaton Fuller 10- and 13-speed UltraShifts transmissions can be spec’d.

Designed for the over-the-road market, the Model 387 features an integrated cab and sleeper, which “offers drivers the most comfortable operating environment possible with a spacious interior that includes a full 30 inches of walk-through room for swivel seats and dual arm rests.”

The tractor also is produced in single and tandem drive axles. It is available as a day cab and with three sleeper configurations: mid-length mid-roof, mid-length high roof and premium-length high roof. Cummins engines provide the power, with ratings from 320 to 600 hp. It offers the same transmission options as the Model 384.

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 utilizing 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 can be had as a day cab or with detachable Unibilt sleepers. Cummins engines up to 600 hp can be specified. Once again the transmissions options are the Eaton Fuller 10-, 13-, 15- and 18-speed manuals and Eaton Fuller 10- and 13-speed UltraShifts transmissions.

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