The FSR Index is calculated by combining the estimated size of the planned truck and trailer orders for the group reporting along with the percentage of report participants who indicate they will likely place orders. 

The improved first quarter 2012 FSR Buying Index is primarily a reflection of increased activity in trailer planned purchases. While the percentage of fleets planning to place orders for power units rose marginally, the actual size of those combined orders fell below the fourth quarter 2011 number. 

For trailers, an increased percentage, 45 percent of respondents, planned orders and the volume of those orders more than doubled from the fourth quarter of 2011 data.  One in four respondents plan capacity increases with power unit orders while 40 percent planned to use some trailer purchases to add capacity.

 Report participants continue to be effected negatively by a shortage of drivers with 38 percent needing drivers now to fill current seats or to help them add capacity. 

 SVL products offer quality replacement parts designed specifically for post-warranty vehicles.

 Availability of the extended product line is targeted for the second quarter, and will include Dana-approved center support bearings for light-, medium- and heavy-duty applications, as well as light-vehicle axle shafts and ring and pinion gear sets for all vehicle makes and models.

This is in addition to the existing SVL line of universal joints for the light- and commercial-vehicle markets and ring and pinion gear sets for heavy-duty applications. 

“After a successful launch of SVL in 2011, we saw increased demand for reliable light-vehicle drivetrain components,” says Mark Wallace, Dana’s president of On-Highway Technologies. ”Our extended SVL product line will fulfill the market’s demand for quality, affordable Dana-supported light-vehicle components, while further supporting the heavy-duty market’s needs.”

 It is intended by the parties that the conditional agreement will be superseded by a formal definitive agreement with closure expected in the next few days.

After extensive diligence by Fleet Brake, a decision was made that was in the best interests of the staff and families of the former Page Brake. This result will allow Fleet Brake to continue to focus on its Canadian service and distribution strategy.

 “After a successful and busy week at HDAW, I made the decision to concentrate on our strategic plan in Canada and we wish the former employees of Page Brake the best in the new operations,” says John Bzeta, president of Fleet Brake.

“Our dealers have been asking for more Dunlop brand tires to round out their line-up of products,” says Donn Kramer, director of product marketing, Goodyear Commercial Tire Systems. “The new Dunlop SP348 is a great ‘all-around player’ and has been designed for optimal performance in tough regional and delivery truck applications, as well as on school buses.”

Features include a deep tread, which helps provide more miles to removal; a rugged casing design; enhanced shoulder rib for improved scrub resistance and protection against curbing abrasions; and stone ejectors in grooves, which help provide cut- and puncture-resistance for longer casing life, the company says.

The Dunlop SP348 currently is available in seven sizes: 11R22.5, 225/70R19.5, 245/70R19.5, 10R22.5, 12R22.5, 11R24.5, and 295/75R22.5. Two sizes ― 285/75R24.5 and 255/70R22.5 ― will be added during the second quarter of 2012.

The next edition of the Successful Dealer Weekly Newsletter will explore the proper procedure to use when hiring for any position and to help ensure you get the right person in the right position at the right time.

Denise L. Rondini, Executive Editor, drondini@randallreilly.com

The leasing accounting rules will be changing in the not-too-distant future and that could have an impact on customers’ decisions to lease heavy-duty trucks.

 For years one advantage a leasing salesperson could use as a selling point was the fact that with operating leases (full-service leases) the lease transaction was off the lessee’s balance sheet. While the customer gave up the tax ownership of the vehicle, he gained by accounting for the truck off the balance sheet.

 “This had certain advantages for the customer on his financial accounting books,” says Lance Bertram, senior vice president of sales and marketing for Idealease. These advantages include the ability to make certain ratios ― especially the debt-to-equity ratio ― look more favorable. “At the end of the day whether you call it a cleaner or more attractive balance sheet, that is what it does,” Bertram says.

A clean balance sheet is important because it impacts a business’ ability to borrow money.

 However, largely in reaction to the financial scandals of the late ‘90s and to bring U.S. accounting practices in line with those in the rest of the world, the Financial Accounting Standards Board decided that changes needed to be made to the way leases of all types are accounted for, so that it was clearer to lenders what the true obligations and liabilities of a company are.

 While no exact implementation date has been released, Bertram believes we will see the change in the next six to 12 months. The changes will eliminate the distinction between capital and operating leases and require lessees to treat all leases as capital leases and therefore account for them as assets on their balance sheets.

According to Bertram, a recent survey showed that for 20 percent of fleets these accounting rule changes would influence their lease versus buy decision. He explains this means that one out of five customers may choose to purchase their vehicles rather than lease.

 However, Bertram is quick to add that off balance sheet treatment is only one of the benefits of leasing.

 “While the first thing we talk about when selling a full-service lease is the off balance sheet treatment, there are eight or nine other significant advantages of leasing that many customers place a higher degree of importance on than the off balance sheet treatment.”

He adds, “You can take accounting out of the picture and at the end of the day many companies do not want to be hassled with transportation issues. They just want to manufacture their product and move it to a distribution location. They want someone else to take care of the acquisition of the trucks, the maintenance, the fuel tax reporting, the titling, etc.”

 In response to the changes, Idealease has developed a full-service equity lease. “A full-service equity lease takes the old full-service lease and restructures it so that from an accounting and tax standpoint the customer gets the tax advantage,” Bertram says.

The customer becomes the tax owner of the vehicle, something he used to give up with full-service leases but was offset by the advantages he gained in off balance sheet treatment.

What will these changes mean for leasing salespeople? According to Bertram, they are going to have to become very knowledgeable about the changes.

“Your customers are going to expect you to be knowledgeable on this topic. They do not have anyone on staff who understands the intricacies of accounting for transportation vehicles. You are either going to endear yourself to them by being their partners and a trusted expert or you are going to send them off to find someone else who can help them,” Bertram says.

 “That is never a good thing.”

For more on these and other economic indicators, go to http://www.successfuldealer.com/.

Volvo’s XE13 powertrain helps maximize fuel economy

One of the fun parts of my job is getting to see new technologies come to fruition. And during a ride-and-drive event last month, I saw firsthand how intelligent drivetrains soon will shape fleet operations across the country.

Volvo Trucks predicts fuel savings of up to $2,000 a year for each XE13-equipped VN tractor, such as this VN 670 the company used for a XE13 demonstration.

Volvo’s XE13 is an optimized powertrain that doesn’t feature any new components; the reliable Volvo D13 diesel engine and proven iShift automated manual transmission are well regarded by truck fleets. What’s new is how Volvo is using electronics to link these components together, allowing them to communicate with each other effectively and deliver optimized vehicle performance to meet any set of road conditions or geographic terrain.

As part of my introduction to the powertrain system, I took an XE13-equipped Volvo VN 670 tractor on a six-hour road test out of Greensboro, N.C., highlighted by a climb up Fancy Gap, a 2,000-foot mountain on I-77 near the North Carolina-Virginia border. For most of the run up the mountain, I was able to hang out in the middle lane, easily passing lugging rigs, some of which were sporting the logos of much higher-displacement engines on their hoods.

Electronics help the diesel engine and automated manual transmission work together.

That’s the beauty of the XE13’s new technology: Because the drivetrain is fully integrated, each system knows precisely what demands are being placed on each component. This information is updated thousands of times per second – and the decision-making process never stops. In essence, this light-speed communication network allows the tractor’s I-Shift transmission to direct the engine to respond to its needs instead of the other way around.

Integrated beauty. Each system knows what demands are being placed on each component.

Fuel efficiency. In cruise mode, the optimized powertrain runs at a lower rpm than a conventional unit.

Safe bet. Intelligent, optimized powertrains will become commonplace in coming years.

The result is an amazingly smooth ride up and down a mountain in crowded road conditions while pulling 77,000 pounds. There is no tentative gear-searching here; the XE system tunes overall vehicle performance to match an array of driving conditions and then provides continuous, intelligent power to meet and overcome those conditions consistently.

In my case going up Fancy Gap, the system selected 10th gear early in the climb and held a steady 53 mph all the way up the summit, never straining and never feeling like the transmission was winding out. On flat stretches of highway, the transmission got to 12th gear quickly and smoothly and then stayed there. Mild inclines don’t cause downshifts or a lot of gear-searching because the transmission calculates the grade and notes it’s not increasing (thanks to a built-in inclinometer). Volvo engineers understand that higher gears and lower rpms mean better cruise characteristics and better fuel economy – and that’s a mission the XE powertrain takes seriously.

The XE13 package is rated up to 80,000 pounds, and the D13 engine provides 425 hp and 1,750 lb.-ft. of torque. The Volvo I-Shift overdrive transmission comes with a 0.78:1 ratio and a software package that facilitates communication between the powertrain components.

Jack Roberts is Executive Editor of Commercial Carrier Journal. E-mail Jack at jroberts@ccjmagazine.com or call (205) 248-1358

Volvo engineers note that every 100 rpm reduction in an on-highway diesel engine nets a 1.5 percent fuel savings. Volvo is confident in predicting fuel savings of up to $2,000 a year for each XE13-equipped VN tractor. It took two years for Volvo engineers to perfect the algorithms and electronic systems that allowed them to optimize their powertrain in this way, but as the results show, it was worth the time and money invested.

It’s a safe bet that more intelligent, optimized powertrains will become commonplace in coming years. The benefits they offer will prove to be too good for many fleets to ignore.

For exclusive multimedia and online of Volvo’s I-Shift, visit www.ccjdigital.com/volvoishift.

Medium-duty quality up, satisfaction down, survey says

While the quality of medium-duty trucks has improved during the past five years, overall customer satisfaction has declined during the same period, according to the J.D. Power and Associates 2011 U.S. Medium-Duty Truck Customer Satisfaction Study. The study finds that the incidence of owner-reported problems decreased by 26 percent between 2007 and 2011 on average – an indication of higher quality – but that during the same timeframe, owner satisfaction declined by 27 index points (on a 1,000-point scale) among trucks that have been in service 13 to 18 months.

The study finds that manufacturers have made improvements during the past five years in wheel/tire, braking system and cab/body quality, resulting in a decline in the total number of problems. However, the number of engine problems in trucks that have been in service 13 to 18 months increased by 13 problems per 100 vehicles (PP100) between 2007 and 2011. “Declining engine quality is putting downward pressure on satisfaction,” says Brent Gruber, senior manager of the commercial vehicle practice at J.D. Power.

With a score of 807, Hino ranks highest in customer satisfaction within the conventional truck segment for a second consecutive year. Freightliner (762) and Ford (757) follow in the index rankings.

Goodyear’s fleetHQ set to service 500,000 trucks in three years

During a live demonstration last month at its commercial tire manufacturing plant in Danville, Va., Goodyear Tire & Rubber Co. announced its fleetHQ program – which provides 24/7 roadside assistance and a variety of other services and tools to address fleet needs – was on pace to hit the 500,000-truck service mark since the program began three years ago. Going forward, the company expects to service 250,000 trucks per year from its network of 300 fleetHQ locations nationwide.

Goodyear also announced the launch of its “Ask The Tire Answer Man” blog (http://www.blog.fleethq.com), giving fleets and owner-operators an opportunity to interact with Tim Miller, a 30-plus-year commercial tire veteran and marketing communications manager for Goodyear’s commercial tire business.

IN BRIEF

Jacobs Vehicle Systems now offers engine decompression capability, which provides the ability to decompress the engine cylinders for better engine response.

Michelin’s Commercial Service Network has added about 200 locations to increase its coverage by nearly 70 percent since being launched in February. The network also has enhanced the Michelin OnCall Emergency Road Service, resulting in it handling a projected 80 percent more events this year than it did in 2010.

Horton expanded its QuickShip warehouse program for smaller, urgent customer orders by adding a warehouse in Edison, N.J., to support growth in the Northeast region, provide faster response and reduce freight charges.

Dana Holding Corp. completed the sale of its equity in two joint ventures to Getrag for $136 million in cash.

Minimizer was named a Silver Medalist in the Heavy Gauge Vacuum Forming Parts Competition at the 2011 Thermoforming Conference in Schaumburg, Ill.

Jeffrey Schlecht, a technician with Omaha Trucks, became the Technology and Maintenance Council’s second back-to-back SuperTech champion. Schlecht, who is based at Omaha Truck’s facility in Norfolk, Neb., competed against professional vehicle technicians from across the country during TMC’s Fall Meeting in Raleigh, N.C.

Road test:

Cat’s CT660 vocational truck

On Sept. 9, Caterpillar gave the green light to begin CT660 vocational truck production for the North American market. George Taylor, director of Caterpillar’s Global On-Highway Truck Group, says the CT660 is Cat’s most intensely researched product launch ever.

The CT660 is Caterpillar’s most intensely researched product launch ever, with a lot of time spent talking to Cat “yellow iron” customers.

The result, Taylor says, was a chance to bring the “Caterpillar difference” to its vocational customers. “Really, the development of this truck was about a company focusing for the first time not just on the truck itself, but the application of that truck in a business,” Taylor says. “Customers told us how their older trucks that interacted with the machines on their jobsites were really a weak link in their production cycle. We really zeroed in on how this new truck worked with equipment and how it could help our customers make more money using our products.”

Caterpillar launched the CT660 earlier this year at the CONEXPO-CONAGG trade show in Las Vegas, but the trucks on hand for that premiere were not road-ready. In late September, Cat invited journalists from across North America to its Edwards Proving Grounds facility in Peoria, Ill., for a first chance behind the wheel of the new trucks.

A full-blooded Cat?

The CT660 was developed using the Navistar WorkStar vocational truck as a starting point. And Cat trucks will offer only one make of engine: Navistar’s 2010 exhaust gas recirculation-only family of heavy-duty diesel engines, painted yellow and branded as Cat CT11 and CT13 diesels.

While it might be a stretch to call the CT660 a full-blooded Cat truck, this is no mere rebranding job on Cat’s part.

It’s worth pointing out, however, that Cat and Navistar diesel engines share a lot of common DNA: The two companies jointly developed the high-pressure fuel injection system that helps enable Navistar engines to meet U.S. Environmental Protection Agency 2010 emissions regulations without the use of selective catalytic reduction exhaust aftertreatment systems requiring diesel exhaust fluid. Building on this strong relationship, Cat will offer the CT660 with either an 11-liter or 13-liter diesel engine, with ratings ranging from 330 to 475 hp.

A 15-liter option is planned in the near future with power ratings as high as 550 hp, although Gary Blood, vocational truck product manager for Cat, says the current 475-hp CT13 engine mated with Cat’s CX31 automated manual transmission delivers power on par with a 15-liter. The CX31 weighs 100 pounds more than the standard Eaton 10-speed manual gearbox offered in the CT660, but Blood says it delivers up to an 8 percent boost in fuel economy and offers three exclusive rear PTO options for mixers and other applications.

Although there was some scoffing when Cat announced it was entering the on-highway truck market using the WorkStar as a “donor” truck (“Caternational” was a particularly derisive term for the new vehicle), it is abundantly clear climbing into the cab for the first time that Cat isn’t kidding when it says it redesigned the cab both inside and out with a strong emphasis on driver ergonomics. When Blood is asked how much the CT660 had in common with a WorkStar, he notes with the exception of “a couple of components” that the CT660 is all-new from the frame rails up.

Particular attention was paid to the vehicle’s “buzz, squeak and rattle” or “BSR” factor during the design phase; those efforts have yielded impressive results. Climb into the cab of a CT660 and settle behind the wheel, and you’ll find nothing in common with a WorkStar. The entire cab – from the dash, instrument layout, exterior views and storage space to seat placement – is all new. Interior trim, highlighted by brushed aluminum highlights on a black background, reinforces the fact that you’re driving a vocational truck.

Cat has learned a lot about operator comfort and ergonomics during the years, and that knowledge is put to good use here in terms of control placement and access. The speedometer and tachometer both are centered in front of the driver on a single large gauge, and the lighting scheme makes dials, switches and gauges sharp, vibrant and easy to read.

The CT660 cab’s sound dampening is impressive. Vehicle engineers went on their sound-dampening mission with such zeal that the final-production vehicle actually exceeds the initial target in-cab sound level by 3 decibels. That extra effort is readily apparent when you put the CT660 in gear and take off down the road.

Keeping drivers safe, comfortable and productive even in harsh offroad driving conditions was another key focus by Cat’s vehicle design group, even though the truck has a set-back front axle.

“Every possible factor was considered to improve driver comfort and productivity,” Blood says. “Our use of a quieter compacted graphite iron engine block, premium interior materials with robust Hendrickson and Chalmers suspensions and multiple seating options gives us a truck that is not punishing to a driver and isn’t going to throw his head all over the cab when he’s driving in tough offroad conditions.”

On the road, the CT660 continues to impress. Acceleration with the 475-hp CT13 under the hood was peppy, and the CX31 provided smooth shifts right on cue. Equally impressive are the truck’s wheel cuts and turning radius. Exterior views from the driver’s seat are outstanding, and cab entry and egress is safe and easy thanks to thoughtfully placed, robust grab-handles.

It might be a stretch to call the CT660 a full-blooded Caterpillar truck, but it’s clear this isn’t a mere rebranding job on Cat’s part. The company has done a remarkable job taking a “donor truck” and recasting it into a vehicle that fits nicely into the company’s overall product line.

Moreover, the CT660 draws on Caterpillar’s century-plus construction heritage and enters the North American market driving, looking and feeling just like a full-blooded Cat truck.

Cat, Navistar announce global truck alliance

As production ramps up on the new Caterpillar CT660 vocational truck, Caterpillar and Navistar announced the next phase of their partnership to develop, manufacture, sell and support vocational and on-highway trucks for both the North American market and the rest of the world. In June 2008, the two companies formed an alliance for the on-highway truck business, which led to the creation of a 50/50 joint venture called NC2 Global, focused on the development of on-highway trucks for markets outside of North America, including current truck offerings in Australia, South Africa and Brazil.

The next stage restructures certain aspects of NC2, which will become a wholly owned subsidiary of Navistar. Both International and Caterpillar branded trucks will continue to be distributed through both International and Caterpillar dealers outside of the United States. The companies also are planning a new cab-over-engine Cat vocational truck that will be sold globally.

Truck makers revamp lineups, debut new models in response to growing market

The light-duty truck market isn’t seeing many changes for 2012, but the same can’t be said for the medium-duty truck makers, which are launching several new models and introducing big redesigns, updated engines and revamped platforms in response for a growing market for lighter trucks. Here are some highlights:

Dodge Ram 5500

Chevrolet/GMC: Both the Chevrolet Express and GMC Savana cutaway 3500 and 4500 commercial vans now offer a liquefied petroleum gas option.

Dodge: Ram Trucks beefed up trailer towing capacity for its 3500 pickups, now pulling 22,700 pounds maximum. The 4500 and 5500 medium-duty Class 4 and 5 chassis cabs are available with an optional 30,000-pound GCWR, while a tow package is available on both regular and crew cab models in 4×2 and 4×4 configurations.

Ford: A tougher frame and hitch, along with software upgrades, allow F-350 and F-450 Super Duty trucks with a Power Stroke diesel engine and dual rear wheels to tow 17,500 pounds.

Freightliner Business Class M2 Extended Cab

Freightliner: An automated manual transmission now is available on Business Class M2 trucks. The AMT3 combines the design principles of a manual transmission with intelligent electronics to create an automated two-pedal shift system that helps improve driver performance and fuel economy. The AMT3 eliminates the torque converter and couples the engine to the transmission with a hydraulically actuated clutch, which helps reduce wear.

Hino: Two new diesel and two diesel-electric hybrid cab-over-engine trucks now are available for the Class 4 and 5 North American markets. The Class 4 155 diesel and 155h diesel-electric hybrid models have a 14,500-pound GVW rating, while the Class 5 195 diesel and 195h diesel-electric hybrid models carry a 19,500-pound GVW rating. All models feature Hino’s J05E Series 5-liter engine and Aisin’s A465 6-speed automatic transmission.

Mercedes-Benz USA Sprinter

Isuzu: Isuzu Commercial Truck of North America and Utilimaster joined forces to create the Reach pickup-and-delivery van, which features a body designed by Utilimaster on an Isuzu NPR Eco-Max chassis and is powered by Isuzu’s 3.0-liter diesel engine. The Reach provides added fuel economy and the functionality of a custom-built work truck along with the styling and ergonomics of a cargo van.

Kenworth: A 6×6 configuration for the T370 medium-duty truck features a factory-installed front drive axle available in ratings ranging from 10,000 to 16,000 pounds with a 40,000-pound-rated rear suspension.

Mitsubishi Fuso: The new Canter FE/FG Series cab-over-engine trucks include five models in the Class 3-5 markets. The company’s new 4P10 diesel engine – a turbocharged, intercooled four-cylinder model – is coupled to an advanced Mitsubishi Fuso Duonic six-speed dual-clutch automated manual transmission. The Canters use Daimler’s BlueTec selective catalytic reduction emissions technology.

Navistar: The International TerraStar now is available in a 4×4 version to meet more severe demands. Navistar also now offers a broader range of alternative-fueled vehicles for its medium-duty lineup, including a DuraStar Hybrid and a DuraStar model powered by either compressed or liquefied natural gas.

Peterbilt: Model 337, available in truck and tractor configurations, features the Paccar PX-6 engine and can be spec’d with either an Eaton Fuller manual or Allison automatic transmission; the truck also can be ordered with a hybrid powertrain. The PX-8 engine with all-wheel-drive also is available.

Makes & Models is intended to give truck buyers a general overview of what’s available for 2012. Basic specs are provided, including wheelbases, GVWRs and engine choices, along with a capsule summary of what’s new from each manufacturer. Keep in mind that these are preliminary listings, as new models, specs and features may be released later this year.

Light- and Medium-Duty

Class 1-6

(Up to 26,000-lb GVWR)

CHEVROLET

www.chevrolet.com

AVALANCHE

Model: SUV/Pickup 2WD/4WD LS/LT/LTZ

Payload (lb.): 1,598

Wheelbase (in.): 130

GMC Savana G2500 Cargo Van

Length overall (in.): 221.3

Gas/E85 Engine: 5.3L V8

HP @ rpm: 320 @ 5400

GVWR (lb.): 7,200

COLORADO

Model: Full-Size Pickup Regular/Extended/Crew Cab 2WD/4WD

Payload (lb.): 1,465-1,484/1,422-1,741/1,230-1,572

Wheelbase (in.): 111.3-126

Length overall (in.): 192.4-207.1

Gas Engine: 2.9L I4

Chevrolet Express 3500 Cargo Van

HP @ rpm: 185 @ 5600

Gas Engine: 3.7L I5

HP @ rpm: 242 @ 5600

Gas Engine: 5.3L V8

HP @ rpm: 300 @ 5200

GVWR (lb.): 4,850-5,300

EXPRESS

Model: Regular/Extended Van G1500/H1500/G2500/G3500

Payload (lb.): 1,568- 4,343

Wheelbase (in.): 135-155

Length overall (in.): 224.1-244

Gas Engine: 4.3L V6

HP @ rpm: 195 @ 4600

Gas Engine: 4.8L V8

Ford F-550 Super Duty XLT

HP @ rpm: 280 @ 5200

Gas Engine: 5.3L V8

HP @ rpm: 310 @ 5200

Gas Engine: 6.0L V8

HP @ rpm: 324 @ 4700

Diesel Engine: 6.6L V8

HP @ rpm: 260 @ 3100

GVWR (lb.): 7,300-9,900

HHR PANEL VAN

Model: LS/1LT/2LT/SS

Payload (lb.): 900

Wheelbase (in.): 103.5

Length overall (in.): 176.2-176.5

Gas Engine: 2.2L V4

HP @ rpm: 155 @ 6100

Peterbilt 337

E85 Engine: 2.2L V4

HP @ rpm: 161 @ 6000

Gas Engine: 2.4L V4

HP @ rpm: 172 @ 5800

E85 Engine: 2.4L V4

HP @ rpm: 176 @ 5800

Diesel Engine: 2.0L V4

HP @ rpm: 260 @ 5300 (manual)/

250 @ 5900 (automatic)

GVWR (lb.): 4,173-4,244

SILVERADO

Model: Full-Size Pickup 1500/2500HD/3500HD/

Hybrid Regular/Extended/Crew Cab 2WD/4WD

Payload (lb.): 1,459-6,635

Wheelbase (in.): 119-167.7

Length overall (in.): 205.6-259.1

Gas Engine: 4.3L V6

HP @ rpm: 195 @ 4600

Kenworth T370

Gas/Ethanol Engine: 4.8L V8

HP @ rpm: 302 @ 5600

Gas/Ethanol Engine: 5.3L V8

HP @ rpm: 315 @ 5200

Gas Engine: 6.0L V8

HP @ rpm: 322 @ 4400

Gas Engine: 6.0L V8

HP @ rpm: 360 @ 5400

Gas Engine: 6.2L V8

HP @ rpm: 403 @ 5400

Hybrid Engine: 6.0L V8

Hino 155

HP @ rpm: 332 @ 5100

GVWR (lb.): 6,400-13,000

SUBURBAN

Model: SUV half-ton/three-quarter-ton LS/LT/LTZ 2WD/4WD

Payload (lb.): 1,593-2,561

Wheelbase (in.): 130

Length overall (in.): 222.4

Gas/E85 Engine: 5.3L V8

HP @ rpm: 320 @ 5400

Gas/E85 Engine: 6.0L V8

HP @ rpm: 352 @ 5400

GVWR (lb.): 7,200-8,600

TAHOE

Model: SUV LS/LT/LTZ 2WD/4WD/Hybrid

Honda Ridgeline

Payload (lb.): 1,393-1,471

Wheelbase (in.): 116

Length overall (in.): 202

Gas/E85 Engine: 5.3L V8

HP @ rpm: 320 @ 5400

Hybrid Engine: 6.0L V8

HP @ rpm: 332 @ 5100

GVWR (lb.): 7,100-7,300

DODGE

www.dodge.com

CARAVAN

Model: Grand Caravan Van Cargo/Express/Mainstreet/Crew/RT

Payload (lb.): 1,800

Wheelbase (in.): 121.2

Length overall (in.): 202.8

Gas/Flex-Fuel Engine: 3.6L V6

HP @ rpm: 283 @ 6350

GVWR (lb.): 6,050

DAKOTA

Model: Compact Pickup ST/Big Horn/Lone Star/Laramie/TRX4-Offroad Extended Cab/Crew Cab 2WD/4WD

Payload (lb.): 1,340-1,810

Wheelbase (in.): 131.3

Length overall (in.): 218.5

Gas Engine: 3.7L V6

HP @ rpm: 210 @ 5200

Isuzu Reach Van

GVWR (lb.): 6,010

JOURNEY

Model: SUV SE/SXT/Crew/RT FWD/AWD

Wheelbase (in.): 113.8

Length overall (in.): 192.4

Gas Engine: 2.4L I4

HP @ rpm: 173 @ 6000

Gas Engine: 3.6L V6

HP @ rpm: 280 @ 6400

GCVW (lb.): 3,796-4,239

RAM

Model: Full-Size Pickup Regular/Crew Cab/Quad Cab/Mega Cab/Box-Off/Chassis Cab/Hybrid 1500, 2500, 3500 2WD/4WD

Payload (lb.): 1,146-6,493

Wheelbase (in.): 120-172.3

Length overall (in.): 209-263.2

Gas Engine: 3.7L V6

HP @ rpm: 215 @ 5200

Gas Engine: 4.7L V8

HP @ rpm: 310 @ 5650

Gas Engine: 5.7L Hemi V8

HP @ rpm: 383-390 @ 5600

Diesel Engine: 6.7L I6 Turbo Diesel

HP @ rpm: 350 @ 3000

GVWR (lb.): 6,025-13,000

Model: Chassis Cab 4500, 5500 2WD/4WD Regular/Quad

Payload (lb.): 7,790-11,860

Wheelbase (in.): 144.5-204.5

Length overall (in.): 235.3-295.3

CA (in.): 60-120

Gas Engine: 5.7L V8

HP @ rpm: 383-390 @ 5600

Diesel Engine: Turbo 6.7L V8

HP @ rpm: 305 @ 2900

Torque (lb-ft) @ rpm: 610 @ 1600

GVWR (lb.): 16,000-19,500

Model: C/V

Payload (lb.): 1,540

Wheelbase (in.): 121.2

Length overall (in.): 202.8

Towing capacity (lb.): 3,600

Gas Engine: 3.6L V6

HP @ rpm: 280 @ 6400

Torque (lb-ft) @ rpm: 260 @ 4800

GVWR (lb.): 6,050

FORD

www.fordvehicles.com

E-SERIES

Model: Van/Wagon E-150/

E-250/E-250 Super Duty/

E-350/E-450 SD Cutaway/Stripped/Chassis Cab XL/XLT/Lariat

Payload (lb.): 3,110-9,040

Wheelbase (in.): 138-176

Length overall (in.): 216.7-261.1

Gas Engine: 4.6L V8

HP @ rpm: 225 @ 4800

Gas Engine: 5.4L V8

HP @ rpm: 255 @ 4500

Gas Engine: 6.7L @ V8

HP @ rpm: 300 @ 2800

Gas Engine: 6.8L @ V10

HP @ rpm: 305 @ 4250

Gas Engine: 6.8L @ V10

HP @ rpm: 362 @ 4750

Diesel Engine: 6.0L V8

HP @ rpm: 235 @ 3150

GVWR (lb.): 8,520-14,500

F-SERIES PICKUPS

Model: F-150 Regular Cab/SuperCab/Super Crew 2WD/4WD

Axle: 4×2/4×4

Payload (lb.): 930-3,060

Wheelbase (in.): 125.9-163.1

Length overall (in.): 213.2-250.4

Gas Engine: 3.7L V6

HP @ rpm: 302 @ 6500

Gas Engine: 5.0L V8

HP @ rpm: 360 @ 5500

Gas Engine: 6.2L V8

HP @ rpm: 411 @ 5500

EcoBoost Engine: 3.5L V6

HP @ rpm: 365 @ 5000

GVWR (lb.): 6,450-8,200

Model: Super Duty

F-250/F-350 Regular/Super/Crew/Chassis Cab XL/XLT 2WD/4WD

Axle: 4×2/4×4

Payload (lb.): 3,030-7,110

Wheelbase (in.): 137-172.4

Length overall (in.): 227.6-263.0

Gas/E85 Engine: 6.2L V8

HP @ rpm: 316 @ 4179

Gas/E85 Engine: 6.2L V8

HP @ rpm: 385 @ 5500

Diesel/Biodiesel Engine: 6.7L V8

HP @ rpm: 400 @ 2800

GVWR (lb.): 9,900-13,300

Model: F-450/F-550 Pickup/Chassis Regular/Super/Crew Cab XL/XLT

Axle: 4×2/4×4

Payload (lb.): 7,378-12,692

Wheelbase (in.): 140.8-200.8

Length overall (in.): 226.5-286.5

BBC (in.): 118.2-153.6

CA (in.): 60-120

Gas Engine: 6.2L V8

HP @ rpm: 316 @ 4179

Gas Engine: 6.2L V8

HP @ rpm: 385 @ 5500

Gas Engine: 6.8L V10

HP @ rpm: 362 @ 4750

Diesel/B20 Engine: 6.7L V8

HP @ rpm: 300 @ 2800

GVWR (lb.): 15,000-19,500

RANGER

Model: Regular Cab/SuperCab

Axle: 4×2/4×4

Payload (lb.): 1,260

Wheelbase (in.): 111.5-125.9

Length overall (in.): 189.4-203.6

Diesel Engine: 2.3L I4

HP @ rpm: 143 @ 5250

Gas Engine: 4.0 V6

HP @ rpm: 207 @ 5250

GVWR (lb.): 4,380-5,000

TRANSIT CONNECT

Model:100A/200A/300A/

110A/210A/310A XL/XLT

Axle: 4×2

Payload (lb.): 1,600

Wheelbase (in.): 114.6

Length overall (in.): 180.6

Turning circle (ft.): 39

Diesel Engine: 2.0L I4

HP @ rpm: 136 @ 6300

Electric motor/battery: 28-kWh lithium-ion battery pack

Range: Up to 80 miles

GVWR (lb.): 4,965-5,005

FREIGHTLINER

www.freightlinertrucks.com

BUSINESS CLASS M2

Model: Business Class M2 106/106V/M2e Hybrid

Axle: 4×2/4×4/6×4/6×6/8×4

Wheelbase (in.): 136-270

BBC (in.): 106 for Day Cabs, 132 for Extended Cabs; 154 for 4-door Crew Cabs

CA (in.): 72-205

Diesel Engine: 170-380 hp (up to 470 hp for specialty markets)

GVWR (lb.): 16,000 and up

GMC

www.gmc.com

CANYON

Model: Full-Size Pickup Regular/Extended/Crew Cab 2WD/4WD

Payload (lb.): 1,465-1,484/1,422-1,741/1,230-1,572

Wheelbase (in.): 111.3-126

Length overall (in.): 192.4-207.1

Gas Engine: 2.9L I4

HP @ rpm: 185 @ 5600

Gas Engine: 3.7L I5

HP @ rpm: 242 @ 5600

Gas Engine: 5.3L V8

HP @ rpm: 300 @ 5200

GVWR (lb.): 4,850-5,300

SAVANA

Model: Regular/Extended Van G1500/G2500/G3500

Payload (lb.): 1,568- 4,343

Wheelbase (in.): 135-155

Length overall (in.): 224.1-244

Gas Engine: 4.3L V6

HP @ rpm: 195 @ 4600

Gas Engine: 4.8L V8

HP @ rpm: 280 @ 5200

Gas Engine: 5.3L V8

HP @ rpm: 310 @ 5200

Gas Engine: 6.0L V8

HP @ rpm: 324 @ 4700

Diesel Engine: 6.6L V8

HP @ rpm: 260 @ 3100

GVWR (lb.): 7,300-9,900

SIERRA

Model: Full-Size Pickup 1500/2500HD/3500HD/

Hybrid Regular/Extended/Crew Cab 2WD/4WD

Payload (lb.): 1,459-6,635

Wheelbase (in.): 119-167.7

Length overall (in.): 205.6-259.1

Gas Engine: 4.3L V6

HP @ rpm: 195 @ 4600

Gas/Ethanol Engine: 4.8L V8

HP @ rpm: 302 @ 5600

Gas/Ethanol Engine: 5.3L V8

HP @ rpm: 315 @ 5200

Gas Engine: 6.0L V8

HP @ rpm: 322 @ 4400

Gas Engine: 6.0L V8

HP @ rpm: 360 @ 5400

Gas Engine: 6.2L V8

HP @ rpm: 403 @ 5400

Hybrid Engine: 6.0L V8

HP @ rpm: 332 @ 5100

GVWR (lb.): 6,400-13,000

HINO

www.hino.com

Model: 155 Diesel Hybrid

Wheelbase (in.): 114.2-173.2

Length overall (in.): 205-264

CA (in.): 92.2-151.2

Engine: Hino J05E-TP

HP @ rpm: 210 @ 2500

Torque (lb-ft) @ rpm: 440 @ 1500

GVWR (lb.): 14,500

Model: 195 Diesel Hybrid

Wheelbase (in.): 114-173.2

Length overall (in.): 205-264

CA (in.): 92-151.2

Engine: Hino J05E-TP

HP @ rpm: 210 @ 2500

Torque (lb-ft) @ rpm: 440 @ 1500

GVWR (lb.): 19,500

Model: 238

Wheelbase (in.): 152-253

Length overall (in.): 242-390.6

CA (in.): 84.6-185.6

Engine: Hino J08E-VC

HP @ rpm: 220 @ 2500

Torque (lb-ft) @ rpm: 520 @ 1500

GVWR (lb.): 23,000

Model: 258ALP/258LP

Wheelbase (in.): 152-271

Length overall (in.): 242.6-390.6

CA (in.): 84.6-203.6

Engine: Hino J08E-VC

HP @ rpm: 220 @ 2500

Torque (lb-ft) @ rpm: 520 @ 1500

GVWR (lb.): 25,500

Model: 268/268A

Wheelbase (in.): 152-271

Length overall (in.): 242.6-390.6

CA (in.): 84.6-203.6

Engine: Hino J08E-VC

HP @ rpm: 220 @ 2500

Torque (lb-ft) @ rpm: 520 @ 1500

GVWR (lb.): 25,950

HONDA

http://www.automobiles.honda.com

RIDGELINE

Model: RT/RTS/RTL

Axle: 4×2/4×4

Payload (lb.): 1,486-1,546

Wheelbase (in.):122

Length overall (in.): 207

Gas Engine: 3.5L V6

HP @ rpm: 250 @ 5700

GVWR (lb.): 6,050

ISUZU

www.isuzucv.com

NPR

Model: NPR Eco-Max (Crew Cab available)

Payload (lb.): 6,315-6,453

Wheelbase (in.): 110-151.4

Length overall (in.): 200.6-242

CA (in.): 87.6-128.9

Diesel Engine: 3.0L Turbo/

Intercooled 4JJ1-TC

HP @ rpm: 150 @ 2800

Torque (lb-ft) @ rpm: 282 @ 1600-2800

GVWR (lb.): 12,000

Model: NPR Gas (Crew Cab available)

Payload (lb.): 6,189-6,997

Wheelbase (in.): 109-176

Length overall (in.): 200.5-267.5

CA (in.): 86.5-153.5

Gas Engine: GM Vortec 6.0L V8

HP @ rpm: 295 @ 4300

Torque (lb-ft) @ rpm: 372 @ 4000

GVWR (lb.): 12,000

Model: NPR-HD Diesel (Crew Cab available)

Payload (lb.): 7,565-8,336

Wheelbase (in.): 109-176

Length overall (in.): 200.5-267.5

CA (in.): 86.5-153.5

Diesel Engine: 5.2L Turbo/

Intercooled 4HK1-TC

HP @ rpm: 215 @ 2500 (AT)/195 @ 2650 (MT)

Torque (lb-ft) @ rpm: 452 @ 1850 (AT)/387 @ 1600 (MT)

GVWR (lb.): 14,500

Model: NPR-HD Gas (Crew Cab available)

Payload (lb.): 8,639-9,411

Wheelbase (in.): 109-176

Length overall (in.): 200.5-267.5

CA (in.): 86.5-153.5

Gas Engine: GM Vortec 6.0L V8

HP @ rpm: 295 @ 4300

Torque (lb-ft) @ rpm: 372 @ 4000

GVWR (lb.): 14,500

NQR

Model: NQR (Crew Cab

available)

Payload (lb.): 10,545-11,371

Wheelbase (in.): 109-200

Length overall (in.): 200.5-291.5

CA (in.): 86.5-177.5

Diesel Engine: 5.2L Turbo/

Intercooled 4HK1-TC

HP @ rpm: 215 @ 2500 (AT)/195 @ 2650 (MT)

Torque (lb-ft) @ rpm: 452 @ 1850 (AT)/387 @ 1600 (MT)

GVWR (lb.): 17,950

NRR

Model: NRR

Payload (lb.): 12,381-12,785

Wheelbase (in.): 109-212

Length overall (in.): 200.5-303.5

CA (in.): 86.5-189.5

Diesel Engine: 5.2L Turbo/

Intercooled 4HK1-TC

HP @ rpm: 215 @ 2500 (AT)/195 @ 2650 (MT)

Torque (lb-ft) @ rpm: 452 @ 1850 (AT)/387 @ 1600 (MT)

GVWR (lb.): 19,500

REACH

Model: Commercial Van

Payload (lb.): 4,250

Wheelbase (in.): 134-151

Length overall (ft.): 19.75-23.42

Width overall (in.): 88

Height overall (in.): 113

Diesel Engine: 3.0L Turbo/

Intercooled 4JJ1-TC

HP @ rpm: 150 @ 2800

Torque (lb-ft) @ rpm: 282 @ 1600-2800

GVWR (lb.): 12,000

KENWORTH

www.kenworth.com

CLASS 5-6

CONVENTIONAL

Model: T170 Straight Truck

Axle: 4×2

Wheelbase (in.): 152-245

BBC (in.): 108.9

Diesel engine: Paccar 6.7L PX-6

HP: 200-300

Torque (lb-ft): 520-660

GVWR (lb.): 19,500

Model: T270 Diesel/Hybrid-Electric

Axle: 4×2/4×4

Wheelbase (in.): 140-272

BBC (in.): 108.9

Diesel engine: Paccar 6.7L PX-6

HP @ rpm: 200-325 @ 2600

Torque (lb-ft) @ rpm: 520-750 @ 1600

Diesel engine: Paccar 8.6L PX-8

HP: 240-330

Torque (lb-ft): 660-1,000

GVWR (lb.): 26,000

T370

Model: T370 Diesel/Hybrid-Electric

Axle: 4×2/4×4

Wheelbase (in.): 140-272

BBC (in.): 108.9

Diesel engine: Paccar 6.7L PX-6

HP @ rpm: 200-325 @ 2600

Torque (lb-ft) @ rpm: 520-750 @ 1600

Diesel engine: Paccar 8.6L PX-8

HP: 240-360

Torque (lb-ft): 660-1,050

GVWR (lb.): 26,001-33,000

MERCEDES-BENZ USA

www.mbsprinterusa.com

SPRINTER

Model: Sprinter 2500 HC/2500 SHC/3500 HC/3500 SHC Cargo/Passenger/Cab

Chassis/Shuttle

Payload (lb.): 2,371-6,252

Wheelbase (in.): 144-170

Length overall (in.): 232.5-289.2

Diesel Engine: 3.0L V6 Turbo

HP @ rpm: 188 @ 3800

Torque (lb-ft) @ rpm: 325 @ 1400-2400

GVWR (lb.): 8,550-11,030

MITSUBISHI FUSO

www.mitfuso.com

CANTER FE SERIES

Model: FE125

Payload (lb.): 7,345

Wheelbase (in.): 110.2-151.6

Length overall (in.): 204.1-245.5

CA (in.): 81.2-122.6

Diesel engine: 3.0L 4P10 Turbo/Intercooled

HP @ rpm: 161 @ 3500

Torque (lb-ft) @ rpm: 295 @ 1600

GVWR (lb.): 12,500

Model: FE160

Payload (lb.): 10,535

Wheelbase (in.): 110.2-187

Length overall (in.): 204.1-280.9

CA (in.): 81.2-158

Diesel engine: 3.0L 4P10 Turbo/Intercooled

HP @ rpm: 161 @ 3500

Torque (lb-ft) @ rpm: 295 @ 1600

GVWR (lb.): 15,995

Model: FE160 Crew Cab

Payload (lb.): 9,880

Wheelbase (in.): 169.3-187

Length overall (in.): 263.2-280.9

CA (in.): 103.4-121.1

Diesel engine: 3.0L 4P10 Turbo/Intercooled

HP @ rpm: 161 @ 3500

Torque (lb-ft) @ rpm: 295 @ 1600

GVWR (lb.): 15,995

Model: FE180

Payload (lb.): 12,535

Wheelbase (in.): 110.2-187

Length overall (in.): 204.1-280.9

CA (in.): 81.2-158

Diesel engine: 3.0L 4P10 Turbo/Intercooled

HP @ rpm: 161 @ 3500

Torque (lb-ft) @ rpm: 295 @ 1600

GVWR (lb.): 17,995

CANTER FG SERIES

Model: FG4x4

Payload (lb.): 8,130

Wheelbase (in.): 134.4

Length overall (in.): 227.8

CA (in.): 104.8

Diesel engine: 3.0L 4P10 Turbo/Intercooled

HP @ rpm: 161 @ 3500

Torque (lb-ft) @ rpm: 295 @ 1600

GVWR (lb.): 14,050

MORGAN OLSON

www.morganolson.com

ROUTE STAR WALK-IN VAN BODY

Model: Freightliner MT45

Body size (ft.): 12-22

Wheelbase (in.): 138-208

Interior width (in.): 86 or 93

Interior height (in.): 81 or 85

Capacity (cu. ft.): 611-1,190

Body weight (lb.): 1,937-2,967

Model: Freightliner MT55

Body size (ft.): 14-22

Wheelbase (in.): 158-218

Interior width (in.): 86 or 93

Interior height (in.): 81 or 85

Capacity (cu. ft.): 662-1,190

Body weight (lb.): 1,993-2,967

Model: Ford

Body size (ft.): 11-18

Wheelbase (in.): 138, 158, 176

Interior width (in.): 86 or 93

Interior height (in.): 81 or 85

Capacity (cu. ft.): 459-968

Body weight (lb.): 1,688-2,675

Model: Workhorse

Body size (ft.): 11-20

Wheelbase (in.): 125-190

Interior width (in.): 86 or 93

Interior height (in.): 81 or 85

Capacity (cu. ft.): 464-1,080

Body weight (lb.): 1,683-2,801

NAVISTAR

www.internationaldelivers.com

ESTAR

Payload (lb.): 4,000

Turning circle (ft.): 36

Motor/battery: 70 kW/80kWhr lithium-ion cassette

Range: Up to 100 miles

Maximum speed (mph): 50

HP @ torque (lb-ft): 102 @ 221

GVWR (lb.): 12,100

GAWR (lb.): 5,730 front, 7,053 rear

INTERNATIONAL

TERRASTAR

Model: Day Cab/Extended Cab/Crew Cab

Axle: 4×2/4×4

Wheelbase (in.): 158

BBC (in.): 107-150.9

Diesel Engine: MaxxForce 7

HP: 300

Torque (lb-ft): 660

Front axle (lb.): 6,000-8,000

Rear axle (lb.): 10,000-13,500

GVWR (lb.): 16,000-19,500

INTERNATIONAL

CITYSTAR SERIES

Model: CF500

Axle: 4×2

Wheelbase (in.): 113-167

BBC (in.): 63.3

CA (in.): 84-138

Diesel Engine: 4.5L V6 (MaxxForce 5)

HP @ rpm: 200 @ 2700

Torque (lb-ft) @ rpm: 440 @ 1850

GVWR (lb.): 16,000

Model: CF600

Axle: 4×2

Wheelbase (in.): 113-185

BBC (in.): 63.3

CA (in.): 84-156

Diesel Engine: 4.5L V6 (MaxxForce 5)

HP @ rpm: 200 @ 2700

Torque (lb-ft) @ rpm: 440 @ 1850

GVWR (lb.): 17,999-19,500

INTERNATIONAL

DURASTAR SERIES

Model: 4100

Axle: 4×2 LP

Wheelbase (in.): 140-217

Length overall (in.): 219-353

BBC (in.): 107-150.9

CA (in.): 73-150

Diesel Engine: 230 hp (MaxxForce 7)

GVWR (lb.): 17,800-19,500

Model: 4300/4300 LP

Axle: 4×2/4×4/6×4/4×2 LP

Wheelbase (in.): 128-254/140-254

Length overall (in.): 207-390/219-390

BBC (in.): 107-150.9

CA (in.): 61-187/73-187

Diesel Engine: 200-300 hp (MaxxForce 7)/300 hp (MaxxForce DT)/330 hp (MaxxForce 9)/210-255 hp (DT466)

GVWR (lb.): 23,500-37,000/23,500-27,000

Model: 4400/4400 LP

Axle: 4×2/4×4/6×4/4×2 LP

Wheelbase (in.): 140-254/140-254/152-254

Length overall (in.): 219-390/219-390/255-390

BBC (in.): 107-150.9

CA (in.): 73-187/73-187/85-187

Diesel Engine: 300 hp (MaxxForce 7)/300 hp (MaxxForce DT)/225-330 hp (MaxxForce 9)/285 hp (MaxxForce 10)

GVWR (lb.): 25,500-44,000/23,500-27,000/44,000-54,000

Model: 4400 Mid-Cab

Tractor

Axle: 4×2

Wheelbase (in.): 128-300

Length overall (in.): 210.9-230.9

BBC (in.): 107-150.9

CA (in.): 68.9-88.9

Diesel Engine: 225-300 hp (MaxxForce 9)/ 310-330 hp (MaxxForce 10)

GVWR (lb.): 29,000-35,000

Model: Hybrid Conventional/Extended Cab

Axle: 4×2

Wheelbase (in.): 152-254

BBC (in.): 107-150.9

Diesel Engine: 225 hp (DT)

Transmission: Eaton Fuller hybrid drive 6-speed automated manual, with or without ePTO

Front axle (lb.): 8,000-14,000

Rear axle (lb.): 12,200-23,000

NISSAN

www.nissanusa.com/trucks

www.nissancommercialvehicles.com

FRONTIER

Model: King Cab/Crew Cab XE/SE/PRO-4X/LE

Payload (lb.): 913-1,524

Wheelbase (in.): 125.9-139.9

Length overall (in.): 205.5-219.4

Diesel Engine: 2.5L I4

HP @ rpm: 152 @ 5200

Torque (lb-ft) @ rpm: 171 @ 4400

Gas Engine: 4.0L V6

HP @ rpm: 261 @ 5600

Torque (lb-ft) @ rpm: 281 @ 4000

Curb Weight (lb.): 3,686-4,696

TITAN

Model: King Cab/Crew Cab XE/SE/PRO-4X/LE

Payload (lb.): 1,644-2,153

Wheelbase (in.): 139.8-159.5

Length overall (in.): 224.6-244.2

Gas Engine: 5.6L DOHC V8

HP @ rpm: 317 @ 5200

Torque (lb-ft) @ rpm: 385 @ 3400

Curb Weight (lb.): 4,847-5,556

NV

Model: Van 1500, 2500 HD, 3500 HD Standard Roof/High Roof

Axle: 4×2

Payload (lb.): 2,535-3,925

Wheelbase (in.): 146.1

Length overall (in.): 240.6

Gas Engine: 4.0L V6

HP @ rpm: 261 @ 5600

Torque (lb-ft) @ rpm: 281 @ 4000

Gas Engine: 5.6L V8

HP @ rpm: 317 @ 5200

Torque (lb-ft) @ rpm: 385 @ 3400

Curb Weight (lb.): 5,791-6,143

PETERBILT MOTORS CO.

www.peterbilt.com

CONVENTIONAL

Model: 325

Wheelbase (in.): 150-274

BBC (in.): 106

Diesel engine: Paccar 6.7L PX-6

HP: 200-300

Torque (lb-ft): 520-620

GVWR (lb.): 19,500

Model: 330 Diesel/Hybrid-Electric

Wheelbase (in.): 150-274

BBC (in.): 106

Diesel engine: Paccar 6.7L PX-6

HP: 200-325

Torque (lb-ft): 520-860

GVWR (lb.): Up to 26,000

Model: 337 Diesel/Hybrid-Electric

Axle: 6×4/4×2

BBC (in.): 108

Diesel engine: Paccar 6.7L PX-6

HP: 240-325

Torque (lb-ft): 520-750

Diesel engine: Paccar 8.3L PX-8

HP: 240-360

Torque (lb-ft): 600-1,050

GVWR (lb.): 26,000-33,000

TOYOTA

www.toyota.com

TACOMA

Model: Regular/Access/Double Cab/X-Runner

Axle: 4×2/4×4

Payload (lb.): 895-1,510

Wheelbase (in.): 109.6-140.6

Length overall (in.): 190.4-221.3

Engine: 2.7L I4 DOHC with VVT-i

HP @ rpm: 159 @ 5200

Torque (lb-ft) @ rpm: 180 @ 3800

Engine: 4.0L V6 DOHC with VVT-i

HP @ rpm: 236 @ 5200

Torque (lb-ft) @ rpm: 266 @ 4000

GVWR (lb.): 4,600-5,450

TUNDRA

Model: Full-Size Regular/Double/CrewMax Cab Work Truck/Platinum 2WD/4WD

Axle: 4×2/4×4

Payload (lb.): 1,315-1,745

Wheelbase (in.): 145.7-164.6

Length overall (in.): 228.7-246.7

Engine: 4.0L V6

HP @ rpm: 270 @ 5600

Torque (lb-ft) @ rpm: 278 @ 4400

Engine: 4.6L V8

HP @ rpm: 310 @ 5600

Torque (lb-ft) @ rpm: 327 @ 3400

Engine: 5.7L V8

HP @ rpm: 381 @ 5600

Torque (lb-ft) @ rpm: 401 @ 3600

Engine: 5.7L V8 Flex-Fuel

HP @ rpm: 381 @ 5600

Torque (lb-ft) @ rpm: 401 @ 3600

GVWR (lb.): 6,400-7,200

UD TRUCKS

www.udtrucksna.com

Model: UD1800

Payload (lb.): 9,700-10,040

Wheelbase (in.): 148.43-216.54

CA (in.): 111.57-179.69

Length overall (in.): 259.65-360.83

Diesel Engine: GH7 6.0L

HP @ rpm: 245 @ 2500

Torque (lb-ft) @ rpm: 530 @ 1400

GVWR (lb.): 17,995

Model: UD2000

Payload (lb.): 11,180-11,520

Wheelbase (in.): 148.43-216.54

CA (in.): 111.57-179.69

Length overall (in.): 259.65-360.83

Diesel Engine: GH7 6.0L

HP @ rpm: 245 @ 2500

Torque (lb-ft) @ rpm: 530 @ 1400

GVWR (lb.): 19,500

Model: UD2300LP

Payload (lb.): 14,235-14,645

Wheelbase (in.): 147.44-215.55

CA (in.): 111.57-179.69

Length overall (in.): 259.65-360.83

Diesel Engine: GH7 6.0L

HP @ rpm: 245 @ 2500

Torque (lb-ft) @ rpm: 530 @ 1400

GVWR (lb.): 23,000

Model: UD2300DH

Payload (lb.): 14,085-14,495

Wheelbase (in.): 147.44-215.55

CA (in.): 111.57-179.69

Length overall (in.): 259.65-360.83

Diesel Engine: GH7 6.0L

HP @ rpm: 245 @ 2500

Torque (lb-ft) @ rpm: 530 @ 1400

GVWR (lb.): 23,000

Model: UD2600

Payload (lb.): 14,830-15,860

Wheelbase (in.): 147.64-253.94

CA (in.): 114.92-221.22

Length overall (in.): 246.85-419.69

Diesel Engine: GH7 6.0L

HP @ rpm: 245-280 @ 2500

Torque (lb-ft) @ rpm: 530-650 @ 1400

GVWR (lb.): 25,995

Model: UD2600LP

Payload (lb.): 14,880-15,910

Wheelbase (in.): 147.64-253.94

CA (in.): 114.92-221.22

Length overall (in.): 246.85-419.69

Diesel Engine: GH7 6.0L

HP @ rpm: 245-280 @ 2500

Torque (lb-ft) @ rpm: 530-650 @ 1400

GVWR (lb.): 25,995

UTILIMASTER

www.utilimaster.com

AEROMASTER

WALK-IN VAN

Model: Ford, Freightliner, Workhorse

Wheelbase (in.): 125-208

Length overall (ft.): 11-22

Interior body height (in.): 73-85

Interior body width (in.): 78.5-93.5

Distance between wheel wells (in.): 41

METROMASTER

PARCEL DELIVERY VEHICLE

Model: Ford, GM

Length overall (ft.): 10 or 12

Interior body height (in.): 78

Interior body width (in.): 79

Exterior body width (in.): 81

GVWR (lb.): 9,500

UTILIVAN PARCEL

DELIVERY VEHICLE

Model: Ford, GM

Length overall (ft.): 10-17

Width overall (in.): 80 or 96

Interior body width (in.): 92.25-95

GVWR (lb.): 14,500

TRADEMASTER PARCEL DELIVERY VEHICLE

Model: Ford, Freightliner, GM, Hino, Mitsubishi Fuso

Body size (ft.): 10, 12, 14

Width overall (in.): 80, 90, 96

Wheelbase (in.): 109-217

Height overall (in.): 92-116

Interior body width (in.): 46, 49

Interior body length (in.): 119-177

Interior body height (in.): 60.5-78

TRUCK BODY

Length overall (ft.): 9-28

Width overall (in.): 96-102

Height overall (in.): 72-108

Interior body length (in.): 108.5-339.5

Interior body width (in.): 92.25-95

Interior body height (in.): 72.75-108.75

WORKHORSE

www.workhorse.com

W42

Wheelbase (in.): 125-190

Gas Engine: GM Vortec 4.8L V8

HP @ rpm: 264 @ 4800

Torque (lb-ft) @ rpm: 295 @ 4400

GVWR (lb.): 12,000-14,500

W62

Wheelbase (in.): 157-218

Gas Engine: GM Vortec 6.0L V8

HP @ rpm: 299 @ 4400

Torque (lb-ft) @ rpm: 357 @ 4400

Diesel Engine: International MaxxForce 7 6.4L V8

HP @ rpm: 230 @ 2600

Torque (lb-ft) @ rpm: 560 @ 1400

GVWR (lb.): 17,000-23,500

– Dean Smallwood

Most diesel engine manufacturers chose to use selective catalytic reduction aftertreatment technology to meet the required emissions levels. Navistar diesel engines use an in-cylinder exhaust gas recirculation technology to reduce exhaust emissions; the company is the only North American engine manufacturer to do so.

Currently, Navistar diesel engines emit more grams of nitrogen oxide than their competitors’ engines. But because Navistar exceeded the performance parameters set for earlier emissions reduction regulations, the company was awarded emissions credits by the EPA that allow them to do so.

“The bottom line is that Navistar will sell engines in 2012 that are fully certified in all 50 states,” said Jack Allen, president of Navistar’s Engine Group, during the analysts’ meeting in Chicago. “Any issue between Navistar and the EPA will remain between us, and the EPA and will not affect Navistar customers.”

A spokesman for Navistar noted EPA emissions credits do not apply across the company’s engine line in a blanket fashion. Each engine platform has its own individual “bank” of credits. So, Navistar’s DT medium-duty engines, as well as the MaxxForce 11 and MaxxForce 15 engines, were not included in CARB’s announcement and will continue to be sold using their existing EPA credits.

Additionally, once an engine is submitted for testing, Navistar noted, EPA will not penalize the submitting company if credits expire before the certification process is complete. In that case, credit extensions will be issued to ensure EPA compliance.

“We will work through the normal certification process for the MaxxForce 13 with the EPA and follow up with our additional engine platforms later this year,” Allen said. “We will continue to use the credits we have selling our engines going forward. This is an ongoing process and a continual refinement process of our engines and our emissions technology. But we are confident the MaxxForce 13 will be certified as compliant by the EPA, validating our in-cylinder emissions reduction technology and without any degradation in terms of performance, durability and fuel economy for our customers.”