As new emission regulations go into effect for 2017, updates and improvements to engines have prominently figured into the news for 2017 trucks.

New technology to ease trailer operations also was a common theme among the 2017 announcements. Here’s a look at the highlights for 2017:


Ford Motor Co.’s new F-Series Super Duty will offer Trailer Reverse Guidance, a technology that uses cameras to see more angles, monitor conditions surrounding the truck and provide real-time coaching guidance while maneuvering a trailer. The Super Duty is the first Ford vehicle to offer as many as seven cameras, three of which are used in Trailer Reverse Guidance. More than just digital rearview mirrors, the functions of these cameras include the following:

  • The tailgate camera tracks the motion of a conventional trailer to help coach drivers as they back up.
  • Two side-view cameras shift the view of the trailer as its angle changes.
  • Factory-available customer-placed cameras can be attached to the back of a trailer to improve visibility while in reverse.
  • The center high-mounted stop-lamp camera provides visibility into the cargo box with a dynamic guideline, especially useful for easier hook-up of gooseneck and fifth-wheel trailers.

The Trailer Reverse Guidance system presents a color-coded bird’s-eye representation of the truck and trailer on the touchscreen dashboard console. Yellow or red means the trailer angle is too tight, increasing the risk of jackknifing.

Also from Ford, the 2017 F-150 now offers improved fuel economy. Because of the all-new 3.5-liter EcoBoost V6 engine mated to the first volume-production 10-speed automatic transmission, the EPA-estimated city/highway and combined fuel economy will increase 1 mile per gallon (MPG), with the combined rating for 2017 F-150 four-by-four increasing up to 2 MPG.

In addition, the F-150 will benefit from improved acceleration, performance and refinement delivered by the 3.5-liter EcoBoost and 10-speed automatic transmission. This new powertrain combination provides better low-end and peak performance, which is ideal for hauling heavy payloads and towing heavy trailers.

The second-generation 3.5-liter EcoBoost engine delivers an additional 50 pound-feet of torque compared with the first-generation 3.5-liter EcoBoost, now offering 470 pound-feet. Additionally, an increase of 10 horsepower from the previous version brings the new rating to 375 horsepower.

The 3.5-liter EcoBoost includes a new twin-port and direct-injection fuel strategy, lighter and stronger crank and valvetrain components, a redesigned twin turbocharger with electronic wastegate, and a redesigned valvetrain and variable-displacement oil pump.

The new 10-speed automatic transmission is available for 2017 F-150 four-by-two and four-by-four models and optimizes engine power and torque ranges, with closer ratios between gears and hydraulic controls.


Freightliner, a Daimler Group brand, recently unveiled its new Cascadia tractor.

“The original Freightliner Cascadia set standards for aerodynamic, lightweight and maintenance-reducing features,” said Richard Howard, senior vice president of sales and marketing for Daimler Trucks North America. “Then, the debut of the Cascadia Evolution unleashed powerful fuel-efficiency enhancements for Freightliner customers.”

Available with the integrated Detroit Powertrain, the new Cascadia combines the fuel-efficient downspeed 400 horsepower and 1,750 pound-feet of torque for its Detroit DD15 or Detroit DD13 engines with the Detroit DT12 automated manual transmission, Intelligent Powertrain Management (IPM4) and corresponding Detroit steer and rear tandem axles.

The new Detroit rear axles have features such as lower sump volume, gear-set coating, friction-reducing gear cutting and optional Axle Lubrication Management, which reduces parasitic loss and improves fuel economy.

The new DT12 also has been updated to improve fuel efficiency and reduce friction by using super-finished gears and low-viscosity transmission oil. It also features the latest generation of IPM4, which uses a GPS-based system to anticipate upcoming road terrain and maximize the powertrain’s ability to utilize fuel most effectively, the company says.

Using a full LED system, the Cascadia’s new headlights incorporate LEDs in the low beam, high beam, daytime running lamp, park lamp and turn signal lamp. The LED provides an impressive field of view in nighttime and bad weather conditions, which enables drivers to better distinguish objects on the road and to reduce eye strain.

The optional Detroit Assurance 4.0 suite of safety systems includes Active Brake Assist that now provides full braking on stationary objects, Adaptive Cruise Control and Lane Departure Warning with optional video capture. This proprietary safety suite includes driver-friendly controls and is integrated into the truck’s dashboard, engine and transmission electronics. It also can enhance driver safety by mitigating collisions, the company says.

Detroit Diesel

Detroit Diesel Corp., a subsidiary of Daimler Trucks North America LLC, unveiled the DD5, the newest Detroit engine to be released that is built using the same architecture as the company’s heavy-duty platform, which includes the DD13, DD15 and DD16.

The DD5 will offer customers a number of benefits. One example is the scheduled maintenance intervals. Operators in short-haul pick-up and delivery applications will have extended oil and fuel filter change intervals as much as 45,000 miles. The engine has undergone extensive development and testing in preparation for release and boasts impressive durability with an expected life of 400,000 miles.

Initially, the engine will be offered in 210 horsepower with 575 pound-feet and 230 horsepower with 660 pound-feet ratings. In addition, Detroit will provide DD5 customers with its award-winning Detroit Connect Virtual Technician remote diagnostics system — the same system used by customers for heavy-duty applications to make service decisions —  that is designed to minimize downtime, support accurate repairs when necessary and maximize uptime.

GM, Chevrolet and GMC

Re-entering the low cab-forward (LCF) truck market earlier this year, Chevrolet, a division of General Motors Co. (GM), announced that it will once again offer LCF medium-duty trucks in the United States, returning the brand to a growing segment of the commercial vehicle market and expanding choices for fleet and commercial truck customers.

The six new models — Chevrolet 3500, 3500HD, 4500, 4500HD, 5500 and 5500 HD — are based on the Isuzu N-Series, which GM will procure from Isuzu and distribute through Chevrolet dealers.

The new trucks will be offered in regular-cab and crew-cab body styles.

A GM-sourced 6.0-liter V8 gas engine and six-speed automatic transmission, or Isuzu-sourced 3.0-liter and 5.2-liter turbo-diesel engines, will be available, depending on the model. All engines are mated to six-speed automatic transmissions. Class 3 through 5 models are available with a maximum gross vehicle weight rating (GVWR) of as much as 19,500 pounds.

Along with the Isuzu-badged versions, the Chevrolet LCF models will be the only LCF trucks in the North American market to offer a gas-powered powertrain. The following are additional features:

  • Excellent visibility and maneuverability, especially in urban environments;
  • Easy driver entry and exit;
  • Chassis lengths ranging from 109 to 212 inches;
  • Compatibility with a variety of body types; and
  • An easy-access engine compartment with a 45-degree tilting cab.

In other news, GM recently announced that the redesigned Duramax 6.6-liter V8 turbo-diesel will be offered on the 2017 Sierra and Silverado HD models. This next-generation redesign offers 445 horsepower and 910 pound-feet of torque to enable easier, more confident hauling and trailering.

Along with a 19 percent increase in maximum torque compared with the previous Duramax 6.6-liter, the redesigned turbo-diesel’s performance is quieter and smoother. Engine noise at idle is reduced by 38 percent, the company says.

The new Duramax 6.6-liter essentially shares only the bore and stroke dimensions of the current engine and incorporates a new, GM-developed control system. The Duramax’s low-RPM torque production still offers 90 percent of peak torque at 1,550 RPM and sustains it through 2,850 RPM.

The following are additional highlights:

  • New, stronger cylinder block and cylinder heads;
  • New, stronger rotating and reciprocating assembly;
  • Increased oil- and coolant-flow capacity;
  • New EGR system with single cooler and integrated bypass;
  • New electrically actuated/electronically controlled turbocharging system;
  • All-new advanced solenoid fuel system;
  • All-new electronic controls;
  • New full-length damped steel oil pan that contributes to quietness;
  • New rocker cover/fuel system acoustical treatments;
  • B20 bio-diesel compatibility;
  • SAE-certified 445 net horsepower at 2,800 RPM; and
  • SAE-certified 910 net pound-feet of torque at 1,600 RPM.

A new vehicle air-intake system drives cool, dry air into the engine for sustained performance and cooler engine temperatures during difficult conditions, such as trailering on steep grades. Cooler air helps the engine run better under load, especially in conditions where engine and transmission temperatures can quickly rise, the company says. This also allows the Duramax to maintain more power and vehicle speed when trailering in the toughest conditions, it adds.

A new, two-piece oil pan contributes to the new Duramax’s quieter operation. It consists of a laminated steel oil pan with an upper aluminum section. The aluminum section provides strength-enhancing rigidity for the engine, but a pan made entirely of aluminum would radiate more noise, so a laminated steel lower section is added to dampen noise and vibration.

An integrated oil cooler with 50 percent greater capacity than the current engine ensures more consistent temperatures at higher engine loads, the company says.

The Duramax employs a common-rail direct-injection fuel system with new high-capability solenoid-type injectors. High fuel pressure of 29,000 pounds per square inch (PSI) promotes excellent fuel atomization for a cleaner burn that promotes reduced particulate emissions. The new injectors also support as many as seven fuel delivery events for each combustion event, contributing to lower noise, greater efficiency and lower emissions.

A new electronically controlled, variable-vane turbocharger advances the Duramax’s legacy of variable-geometry boosting. Compared with the current engine, the system produces higher maximum boost pressure of 28 PSI to help the engine produce more power and revisions to enhance the capability of the exhaust-brake system.

The integrated exhaust-brake system makes trailering less stressful by creating additional back-pressure in the exhaust, resulting in negative torque during deceleration and downhill driving, enhancing driver control and prolonging brake pad life, the company says.

The Allison 1000 six-speed automatic transmission is matched with the new Duramax. A number of refinements have been made to accommodate the engine’s higher torque capacity, including a new torque converter.

GM also released trailer enhancements. A gooseneck/fifth-wheel trailering prep package now is offered on Sierra and Silverado HD models, making them ready to tow larger trailers right from the factory, while the trailering camera system is available for 1500 and HD models. It was developed with Echomaster to help reduce blind spots on the highway and when reversing with a trailer.

The new blind-spot-assist towing package features three cameras: two side-view cameras and one camera for the rear of the trailer. The side cameras are integrated with the trailer mirror housings, displayed on the IntelliLink screen in the cab, offers improved vision on the sides of the truck and trailer. The rear camera is designed to be mounted to the top, rearmost edge of the trailer, providing a view of what’s behind the trailer when reversing. It is hardwired to the trailer lights for electrical power and wirelessly transmits images to the interior display. It also features infrared lighting for enhanced images in low-light settings.

The rear backup camera is activated when reverse is selected. Pressing and holding the radio “Home” button for five seconds brings up the camera menu screen to select the trailer camera image. The system also supports the use of an optional fourth camera such as one inside the trailer for transmitting video to monitor contents during transport.

Any of the camera views can be activated at any time on the IntelliLink display. Also available is a camera integrated into the center brake lamp housing that provides a view of the cargo bed contents or additional assistance when connecting a fifth-wheel/gooseneck trailer.

International Truck

International Truck has announced that the soon-to-be-launched LT Series tractor will come standard with an advanced driver assistance safety system that includes a combination of collision-mitigation and full-stability technologies. This standard technology offering on the new LT Series signifies assured driver safety, ultimately reducing collision repair costs and increasing uptime efficiencies for heavy-duty fleets.

The standard solution featured on the new International LT Series — Bendix Wingman Advanced — gives drivers following distance and stationary object alerts and brings together adaptive cruise control with collision-mitigation braking technology and the full-stability technology — Bendix ESP — providing fleets with a system that can help drivers avoid collisions, roll-overs and loss-of-control situations.


Isuzu Motors Ltd. announced key specifications of its new entry into the Class 6 medium-duty truck segment: the 2018 Isuzu FTR.

The following attributes are among the highlights:

  • 25,950 pounds GVWR for the dock height Class 6 truck;
  • Available in eight wheelbase lengths ranging from 152 to 248 inches, accommodating bodies from 14 to 30 feet long;
  • The turbocharged Isuzu 5.2-liter 4HK1-TC engine propelling the FTR will generate 215 horsepower and 520 pound-feet of torque;
  • The engine will be mated to an Allison six-speed automatic transmission;
  • Dana axles will have capacities of 12,000 pounds up front, and 19,000 pounds on the rear suspension; and
  • Bridgestone or Continental 11R22.5 tires will be fitted to 22.5-by-8.25-inch steel wheels.

The FTR is scheduled to go into production at a new facility in Charlotte, Mich., in mid-2017.

Mack Trucks

Emphasizing fuel efficiency, power and integration, Mack Trucks recently highlighted its 2017 powertrain, including its MP-series engines, mDRIVE HD 13- and 14-speed automated manual transmissions, ClearTech One single package Exhaust Aftertreatment System (EATS) and Predictive Cruise.

Several upgrades and enhancements to Mack’s 11-liter MP7 and 13-liter MP8 boosted fuel efficiency from 2.1 to 8.8 percent compared with prior-year model engines.

Both engines feature an updated wave piston design that raises the compression ratio and enables a more complete combustion of fuel. The new common-rail fuel system also more precisely injects fuel. Combined with a two-speed coolant pump, these features help increase MP7 fuel efficiency by as much as 5.1 percent and MP8 fuel efficiency by as much as 5 percent, the company says.

A new two-piece valve cover, shimless rockers and a low-pressure fuel system with an enhanced, integrated after-treatment dosing module to reduce maintenance needs also were added to both engines. An updated, double-walled exhaust gas recirculation flow sensor helps reduce condensation and soot buildup in cold weather, while a new intake throttle enables a faster warmup when the engine is started.

The 2017 MP7 also delivers more power with a new 425 horsepower rating.

Mack also will offer the 2017 MP8 engine with a turbo compounding system — available with the SuperEconodyne down-speeding package — engineered to give customers increased power and efficiency in highway applications.

Turbo compounding converts wasted energy from the exhaust into mechanical energy that is fed back to the engine. The system adds as much as 50 additional horsepower, increasing fuel efficiency by as much as 8.8 percent.

The additional power generated by the turbo compounding system allows the engine to maintain full torque as low as 900 RPM. This enables a broader operating range in top gear and also allows the truck to hold top gear longer when overtaking a hill, even with falling engine RPM.

The updated engines complement Mack’s recently launched mDRIVE HD 13- and 14-speed automated manual transmissions. With as many as two low-ratio creeper gears, the new mDRIVE HD variants provide improved start ability for heavy loads while maintaining proper gearing for fuel efficiency at speed.

Available in direct or overdrive configurations, the new mDRIVE HD 13-speed offers a low-reduction gear ratio designed for easier start ability on steep grades or when the truck is hauling a heavy load.

The mDRIVE HD 14-speed is only available in an overdrive configuration and adds a second ultra-low-speed reduction gear designed for curb pouring applications or low-speed, heavy-haul maneuvering. Both transmissions offer as much as four reverse-gear ratios.

Also new for 2017 is the ClearTech One after-treatment system, which is more compact than a two-component system that allows for a shorter wheelbase for improved maneuverability. The smaller package also is about 17 pounds lighter than the current two-unit EATS.

Another fuel savings offering in Mack’s suite of powertrain solutions is Predictive Cruise. The intelligent system memorizes a route when cruise control is on, storing as many as 4,500 hills in its memory, so, when the driver next travels the same route, Predictive Cruise engages mDRIVE to choose the most fuel-efficient gear.

Additionally, Predictive Cruise constantly monitors speed, engine load, weight and the road gradient in order to select the best gear for the road ahead. Mack Predictive Cruise can increase fuel efficiency by as much as 1 percent and does not require a constant GPS connection.

Mitsubishi Fuso

To prove the value of an all-electric work truck, Mitsubishi has conducted a field trial using eight prototype vehicles with varied flatbed/stakebody and dry van bodies installed. These trucks were operated by fleet customers in Europe, where the vehicles are assembled.

Fleet managers were asked to put the E-Cell trucks to the test in routine service while Mitsubishi Fuso engineers closely monitored the vehicles’ performance and use profiles for a full year.

An analysis of the data revealed that the Canter E-Cell work trucks required an average of 76.6 kwh/100 miles, compared with an equivalent
Canter model’s average diesel fuel consumption of 3.72 gallons/100 miles, the company says. Actual cost savings in any particular region would depend on the cost in that region of diesel fuel and electricity. Based on diesel fuel pricing and electricity costs in the European locations where the trucks operated, the E-Cell trucks produced a cost savings of 64 percent during the year-long testing period.


For the 2017 model year, the Nissan full-size pickup lineup expands with the arrival of the new Titan half-ton. Powered by Nissan’s new 390-horsepower 5.6-liter Endurance V8 engine, the Titan half-ton initially will be offered in a Crew Cab body in both four-by-four and four-by-two configurations, with single cab and king cab variants, along with a V6 engine, to follow later. The new engine features 390 horsepower at 5,800 RPM and 394 pound-feet of torque.

Braking is provided by a four-wheel disc system with 13.78-by-1.2-inch front and 13.58-by-0.8-inch rear ventilated discs with hydraulic power assist. The high-pressure brake fluid generated by an electric pump assists in brake pedal force for a confident feel. Responsive steering is provided by a rack-and-pinion steering system.

The Titan half-ton offers towing utility features and driving aids, including an Integrated Trailer Brake Controller, Trailer Sway Control, Tow/Haul Mode with Downhill Speed Control and a Trailer Light Check system, which allows one-person hook-up operation — including checking turn signals, brake lights and running/clearance lights. It offers an available maximum towing capacity of 9,390 pounds and maximum payload capacity of 1,610 pounds, when properly equipped.

Also assisting trailer hook-ups is the RearView Monitor with Trailer Guides. The available Around View Monitor provides a unique bird’s eye-view of the surrounding area from front, rear and side cameras to help with parking and pulling in and out of tight spaces. The system also includes Moving Object Detection, which helps the driver detect moving objects behind the vehicle when backing out via an on-screen notification and warning chime.

PACCAR, Kenworth & Peterbilt

PACCAR is launching new power, torque and fuel efficiency enhancements to its MX-13 and MX-11 engines for North America.

“The PACCAR MX-13 and MX-11 engines are designed to deliver optimum performance, durability, fuel economy and the lowest total cost of ownership for our customers,” said Landon Sproull, PACCAR’s vice president, in a statement.

PACCAR increased the MX-13 engine’s output to 510 horsepower with 1,850 pound-feet of torque and increased the MX-11 engine’s output to 430 horsepower with 1,650 pound-feet of torque. The enhanced PACCAR MX-11 engine also adds a new 335 horsepower with 1,150 pound-feet of torque rating in the lower end of the power range. PACCAR’s MX engines deliver peak torque at 900 RPM for the majority of engine ratings, supporting increased performance and driving flexibility.

The 2017 PACCAR MX-13 and MX-11 engines include a new, single-cylinder air compressor, a variable displacement oil pump and a variable-speed coolant pump, providing customers with fuel economy gains compared with the previous engine design. The latest PACCAR MX-13 and MX-11 engines extend oil and fuel filter change intervals from 60,000 to 75,000 miles, a significant cost savings for customers over the life of the vehicle.

PACCAR MX-13 and MX-11 engines now utilize a single canister after-treatment system that reduces weight by 100 pounds, improves serviceability and lengthens service intervals.

Kenworth Truck Co., a subsidiary of PACCAR, announced that it will add the Bendix Wingman Advanced system as an option for the medium-duty Kenworth T270 and T370.

Bendix Wingman Advanced is a radar-based collision-mitigation system that delivers adaptive cruise control with braking, along with autonomous emergency braking technology to help drivers mitigate rear-end collisions.

Using a radar sensor mounted to the front of the vehicle, Bendix Wingman Advanced delivers both warning alerts and active interventions to drivers. The system provides alerts for following distance, impact and stationary object. The alerts always are available — regardless of whether or not the cruise control is engaged. When drivers engage cruise control and set their speed, the system actively will intervene to help them maintain a safe following distance by reducing throttle; engaging the engine retarder; or, if necessary, applying the foundation brakes.

Peterbilt Motors Co., a division of PAACAR, recently introduced its aerodynamic, fuel-efficient Model 579 EPIQ day cab.

“Fleets wanting to operate fuel-efficient day cabs have been an underserved market,” said Robert Woodall, Peterbilt’s assistant general manager of sales and marketing, in a statement. “Its comprehensive, optimized aerodynamic package, fuel-efficient powertrain and other technologies can provide customers as much as 14 percent improved fuel economy. It is ideal for fuel-conscious day-cab fleet customers in regional applications.”

The following are among the aerodynamic enhancements on the Model 579 EPIQ day cab:

  • A multi-piece aerodynamic hood, available in both 117- and 123-inch lengths;
  • A three-piece collapsible roof fairing;
  • Chassis fairings with rubber skirts from the quarter fender to the back of the cab and aerodynamic rubber closeouts under the sides of the cab;
  • A three-piece aerodynamic bumper;
  • A bumper air dam and bumper-to-hood seals;
  • Front wheel closeouts and fender liners; and
  • Chassis fairing kickouts.

The Model 579 EPIQ day cab is available with the fuel-efficient PACCAR MX-13 or MX-11 engine in a range of horsepower and torque ratings. Fuel efficiency is further enhanced with the PACCAR MX engine paired with the Fuller Advantage automated transmission. This powertrain features precise communication and proprietary control logic between the engine and the  transmission.

Ram Trucks

New for 2017, Ram Trucks, a wholly owned subsidiary of Fiat Chrysler Automobiles US LLC, unveiled the Ram 1500 Rebel model. The model contains many standard features, including Uconnect 8.4 and media hub, automatic dual-zone temperature control, an anti-spin differential, a security alarm, remote start, a premium gauge cluster, a rear backup camera, and rear park assist.

Other changes in the Ram 1500 lineup include the Ram 1500 Sport receives upgrades with new standard features, including remote start and security alarm; the Ram 1500 Laramie Longhorn model joins Limited adding LED bed lighting; the Ram 1500 Laramie Longhorn joins Limited and adds Keyless Go, SmartBeam and rain-sensing wipers as standard features; the Ram 1500 Bighorn adds Automatic Temperature Control as a standard feature; and all Ram trucks receive a new five micron cabin air filter.

Engine options for 2017 include the 3.0-liter EcoDiesel V6 engine, featuring 240 horsepower and 420 pound-feet of torque; the 25 MPG 3.6-liter Pentastar V6 engine featuring 305 horsepower and 269 pound-feet of torque; and the 5.7-liter HEMI V8 with variable-valve timing that provides as much as 22 MPG, with 395 horsepower and 410 pound-feet of torque.

Also for 2017, Ram 2500 and 3500 models continue to offer as much as 31,210 pounds of towing capacity, 7,390 pounds of payload and 900 pound-feet of torque. Ram 2500 and 3500 Heavy Duty trucks also offer a five-link coil suspension with optional air suspension on the Ram 2500, and a supplemental air bag suspension option on the Ram 3500.

Engine options include the 5.7-liter HEMI V8 engine, delivering 383 horsepower at 5,600 RPM and 400 pound-feet of torque; the 6.4-liter HEMI V8 with 410 horsepower at 5,600 RPM and 429 pound-feet of torque at 4,000 RPM; and the 6.7-liter Cummins High-Output Turbo Diesel, which produces as much as 385 horsepower at 2,800 RPM and 900 pound-feet of torque, depending on the application.

For the 2017 Ram Commercial 3500, 4500 and 5500 Chassis Cab, tow capacities and GCWR for all Chassis Cab configurations have been raised by 1,000 pounds.

Engine options for 2017 include the 6.4-liter HEMIr V8 gas engine with 370 horsepower at 4,600 RPM and 429 pound-feet of torque at 4,000 RPM; and the 6.7-liter Cummins diesel engine available with high-output option, producing 325 horsepower at 2,400 RPM and 750 pound-feet of torque at 1,500 RPM.

The following are other features that are included:

  • A vehicle system interface module (VSIM) capable of communicating between aftermarket equipment modules and various Chassis Cab controls and functions;
  • Electronic stability control (ESC) on all models;
  • Dual fuel tank capacity of 74 gallons (52-gallon tank plus 22-gallon tank);
  • 15,000-mile oil change intervals on Cummins diesel;
  • Dual alternator systems producing as many as 440 amps;
  • An exclusive  fit-to-use backup camera and front/rear parking sensors;
  • Industry standard frame lengths of 60, 84, 108 and 120 inches;
  • No components or lines above the rear frame rails;
  • Through-the-frame plumbing and electrical; and
  • A diesel exhaust fluid tank refill port located at the rear of the cab on the driver’s side.

The ProMaster City is Ram Commercial’s Class 1 van, offering cargo volume of 131.7 cubic-feet and payload capacity of 1,883 pounds. Other key features include fuel economy of 29 MPG; as well as 178 horsepower and 174 pound-feet of torque mated to an exclusive nine-speed automatic transmission.

The Ram ProMaster City offers a cargo area width of 60.4 inches, a cargo area height of 51.8 inches and a step-in height of 21.5 inches.

Other new features for the 2017 Ram ProMaster include a wide rear axle standard on all chassis cab and cutaway models, upfit interface connectors, and a new standard electronic parking brake when equipped with 3.0-liter EcoDiesel I-4 engine.

The 2017 Ram ProMaster is available with the 3.6-liter Pentastar V6 engine and a torque-laden, 3.0-liter EcoDiesel I-4 engine. The engines are paired, respectively, with a proven six-speed automatic transmission and an electronically controlled Dual Active Drive six-speed automated manual for outstanding fuel economy.


Although beverage distributors traditionally have avoided Class 8 tractors, this quickly is changing as more cargo van trailers are being deployed in beverage applications. Similarly, while Volvo Cars Corp., a subsidiary of Zhejiang Geely Holding Group, has always had a strong focus on long-haul applications, the company has been increasing its focus on distribution applications. These factors combine to bring Volvo and beverage distributors together.

In anticipation of the 2017 EPA emission regulations, Volvo chose this opportunity to further optimize many of its powertrain offerings. Whether it is simple friction improvements on engines or innovative productivity-enhancing solutions on transmissions, Volvo’s powertrain announcements paint a positive picture for fleet operators.

In meeting its 2017 goals, Volvo benefited from being able to rely on the solid foundation of its medium-block architecture.

Volvo chose to pursue a path of first getting as much as possible out of every drop of fuel consumed. Fuel that leaves the engine unburned does nothing to help fuel economy or performance and has a negative impact on exhaust emissions.

A common-rail fuel system’s finer control allows quicker, more accurate fuel injection for improved fuel economy, while the new wave design on the face of the piston increases cylinder efficiency by optimizing flame propagation toward the center of the cylinder. Elsewhere on the engine, an improved intake throttle speeds engine warm-up, allows better control of after-treatment temperatures and smooths engine shut-down.

Volvo’s I-Shift automated transmissions also benefited from upgrades. Combine I-Shift with an intelligent cruise control and the result is I-See, a unique system that learns the topography of the road. Later on, it automatically uses its knowledge to save fuel when the intelligent cruise control is engaged. BI