New models '19: Heavy

Autocar is the first OEM to offer Cummins' new X12 engine in the refuse industry. The 12L diesel engine boasts reduced weight, which will enable haulers to handle more trash and lower operating costs. The X12-powered ACX trucks will begin production this fall. Haulers with the Autocar ACX and X12 engine will see a significant weight savings of 733 lbs. versus the previous 12L engine, which means there's 733 lbs. more payload available. The X12 also offers improved low-speed torque and lower operating costs due to extended maintenance intervals, 25% fewer parts, and a 6% improvement in fuel economy. The OEM has partnered with Hendrickson to offer an axle and suspension option on its severe-service refuse trucks that adds 800 lbs. additional capacity to the front end. Autocar also offers the Class 7/8 ACMD cabover and ACTT terminal tractor, both of which are available in 4x2 and 6x4 axle configurations.

Ford's Class 7 F-750 gives it the broadest commercial truck offerings of any manufacturer, spanning Classes 1-7. The largest of Ford's Super Duty trucks (the OEM also calls these its "Medium Duty" models), the F-750 and Class 6/7 F-650, were redesigned for 2016 and are due for another major update as soon as next year. The F-750 and F-650 are available as straight-frame and tractor models in Regular Cab, SuperCab, and Crew Cab format, with an additional Pro Loader lowered-frame model for the F-650. They come with either a 6.8L Triton gasoline V10 or 6.7L Power Stroke V8 turbo diesel; the gas engine is rated at 320 hp. and 460 lbs.-ft. of torque, while the diesel produces 270-675 hp. with at least 330 lbs.-ft. and maximum of 725 lbs.-ft. of torque. While Ford has said it will add advanced safety features like automatic emergency braking and a lane-departure warning to the trucks in the coming refresh, electronic stability control and traction control brakes recently became standard on F-650/ F-750 tractor models.

Freightliner's new Cascadia on-highway truck is designed to maximize fuel efficiency and prioritizes the driver experience. It offers options of Detroit DD13, DD15, or DD16 or Cummins X15 diesel engines with 350-600 hp. and up to 2,050 lbs.-ft. of torque, and those can be paired with Eaton manual, Detroit automated manual, or Allison automatic transmissions. The optional Detroit Assurance 4.0 suite of safety systems includes active brake assist, adaptive cruise control, pedestrian warning, and tailgate warning functions, while a lane departure warning can also be added, with or without video capture. The rest of the OEM's heavy-duty lineup ranges from the Class 7/8 M2 112, which is available as a straight truck or tractor and offers diesel or natural gas powerplants, to severe duty/vocational models including the 108SD, 114SD, and 122SD. The 114SD also includes a natural gas variant, while the 122SD has gross combined vehicle weight ratings up to 210,000 lbs. Also of note with the Freightliner lineup, the OEM this year unveiled a battery-electric eCascadia that boasts a range up to 250 miles and will be in fleet testing later this year.

No question about it: the biggest change for Hino Trucks in 2019 is the OEM's entrance into the Class 8 market with the XL 8. The new XL Series also includes the Class 7 XL 7; both will be powered by Hino's A09 8.9L inline 6-cyl. turbo diesel engine, which is available with 300-360 hp. and 900-1,150 lbs.-ft. of torque. The trucks come in wheelbases of up to 304 in. and offer tandem axle and fifth wheel configurations to cover a range of vocational applications. Hino's Class 7 338 conventional truck is targeted at applications such as beverage delivery, utility, construction, and waste/ recycling. Hino's J08E-VB inline 6-cyl. turbo diesel makes 260 hp. and 660 lbs.-ft. of torque. Hino customers receive HinoWatch 24/7 roadside assistance included for three years and a one-year complimentary subscription for the Hino Insight Telematics connected vehicle solution; Insight Remote Diagnostics and Insight Case Management are complimentary for five years. HinoCare preventive maintenance is optional.

Four of International's heavy-duty trucks offer the truck maker's 12.4L A26 "big bore" turbo diesel: the LT on-highway tractor, RH designed for regional and local hauling, HX severe-duty vocational truck, and HV work/ vocational truck. The A26 boasts up to 5% more fuel efficiency than Navistar's older N13 engine of the same displacement did. International's heavy-duty lineup will also continue to offer Cummins engines in all but the RH Series tractor. The distinctive-looking "advanced classic" Lonestar on-highway truck got an all-new interior and other upgrades in early 2018 and comes standard with the Cummins X15 engine with up to 605 hp. and 2,050 lbs.-ft. of torque. The LT is available as a long haul, tanker, local delivery, or heavy haul truck. The long-haul version offers up to 9% better fuel efficiency thanks to aerodynamic design, while the local delivery version features a large door opening angle to make it easier to get in and out of the truck all day.

The newest terminal tractor from Kalmar Ottawa is quieter and environmentally friendly. The T2E electric terminal tractor, a battery-electric version of its T2 terminal truck, is designed for trailer-handling operations in dispersed warehouses and container terminals and even some short-distance highway travel. The electric tractor is cheaper to run than its diesel counterparts, according to Kalmar Ottawa, and offers easier operation and maintenance because it has fewer moving parts. Thanks to its electric motor, the T2E has smoother acceleration and power compared to diesel-powered terminal tractors. The T2E boasts 215 hp. and 500 lbs.-ft. of torque; it's powered by a lithium-ion battery and features and on-board inverter charger. The diesel-powered T2 offers Cummins 6.7L engines with 164 hp. and 540 lbs.-ft. of torque for off-road 4x2 axle configuration or 200 hp. and 520 lbs.-ft. of torque in on-road 4x2 or 6x4 axle configurations.

While Kenworth continues testing and running trials on its zero-emission, hydrogen fuel cell-powered T680 day cab, the OEM has added a number of standard features to its on-highway flagship. Those include the Bendix Wingman Fusion advanced safety system complemented by Bendix's SafetyDirect driver assessment and coaching tools. The aerodynamic T680, which offers a choice of Paccar 11L and 13L diesel engines, also is now standard with Bendix front and rear air disc brakes. The T880, Kenworth's top vocational truck, offers the same engines and can be built for a variety of applications, from mixer truck to bulk hauler. The Class 7 T370 comes as a straight truck or tractor and offers 18,000- or 20,000-lb. front axle configurations as well as a heavy-duty front frame extension; the Class 7/8 T440 and T470, like their lighter sibling, are available as straight trucks or tractors. Kenworth also offers its "classic" W900S long-haul truck, heavy-haul/ off-road C500, and T800, which boasts a range of configurations similar to the T880.

After introducing its new Anthem highway truck last year, Mack has unveiled a new 13L MP8HE and HE+ package for it signifying "high efficiency." The engine and package, which includes Mack's Predictive Cruise system, are paired with the OEM's mDRIVE automated manual and offer up to 9.5% more fuel economy. The Pinnacle axle-forward highway and Granite vocational trucks recently got new ergonomic interiors, and the latter is now available with 6-in. higher chassis ride height for improved grading or underbody scrapers. The Pinnacle comes with the 13L MP8 diesel, while the Granite—like the Anthem—has a choice of that or MP7 11L diesel engines. Mack's Granite, LR refuse truck, and Terrapro refuse/ vocational cabover can now come pre-wired for Lytx video-based safety equipment; the LR also recently got visibility and driver comfort enhancements, and Mack is planning to test an all-electric LR in 2019. The Class 7/8 Granite MHD now offers short-wheelbase 4x2 axle and tractor configurations.

Orange EV's T-Series all-electric terminal trucks are designed to save money for fleets in a range of container-handling operations. They have a gross combined weight rating of 81,000 lbs. and a maximum speed of up to 25 mph in use at off-road yards or as on-road, DOT-compliant tractors. The trucks boast on-demand torque and smooth acceleration thanks to their electric powertrains with low noise and vibration, and since they have no emissions, they can also be used indoors. The OEM has deployed the tractors in uses including railroad intermodal shipment, LTL freight, manufacturing, retail distribution, waste management, and warehousing. The tractors' batteries can be sized according to fleets' needs and can be fully charged in as little as two hours. Orange EV also offers charging equipment, telematics, training, customized operator settings, and warranty/ technical support.

The big new thing from Peterbilt is just that: big. The OEM's new Model 579 UltraLoft 80-in. integrated sleeper is the latest version of its flagship on-highway truck. The UltaLoft focuses on driver comfort and is aimed at drivers who spend most of their time in their truck; it has a floor-to-ceiling clearance of more than 8 ft. and up to 70 cu. ft. of storage capacity in the cab and sleeper. The 579 and Peterbilt's 567 vocational trucks offer new safety options including a "panic" alert button and storage compartment under the passenger seat designed for easier loading and unloading. The 579 also now has the Bendix Wingman Fusion advanced safety system as standard, and though still in a test phase, Peterbilt showed off a battery-electric version of the model this year. Paccar's heavy duty 20k and 22k Steer Axles designed for demanding vocational applications are now available in standard track configuration on 348, 367, 367, 389, 520, and 567 trucks. Heavy-duty Petes start with the Class 7 337.

Elon Musk and his tech-focused company made a considerable splash introducing the Tesla Semi to the world in late 2017. Boasting battery options that provide 300 to 500 miles of range, the on-highway truck uses four independent motors to deliver high power and acceleration at what the company claims is a lower energy cost per mile than diesel. The OEM says the truck can go 0-60 mph in 20 seconds with an 80,000-lb. load and maintain 60 mph up a 5% grade. Tesla calls it the "safest truck ever" thanks to its safety-focused autopilot system, which uses more radar devices and cameras than Tesla cars and can keep the truck in its own lane and at a safe distance from other vehicles but requires a driver to be present. The driver's seat is centered in the cab for improved visibility and control. The OEM contends that electric energy costs work out to half the cost of diesel and the Semi has fewer systems to maintain. Tesla calculates that the trucks can pay for themselves quickly, with more than $200,000 in fuel cost savings over two years.

Los Angeles-based Thor Trucks is about to start production of its ET-One, all-electric Class 8 tractor. The OEM says the futuristic-looking truck has an 80,000-lb. hauling capacity and up to 30% more power than diesel trucks. The battery-electric zero-emissions vehicle offers a range of up to 300 miles and is aimed at short- and regional-haul operations. The ET-One will offer from 300 hp. to 700 hp. with full torque available immediately. This, according to the OEM, gives the truck unique driving characteristics and sets it apart from a conventional diesel semi-truck. Thor's battery pack is designed specifically for commercial heavy-duty applications and is comprised of the highest energy density lithium-ion cylindrical cells available, the OEM says. The batteries can be fully charged in 90 minutes. Managers and drivers of fleets ranging from 10 to 10,000 vehicles influenced the ET-One's design, according the manufacturer, which claims the truck will cost 60% less to maintain and 70% less for fuel.

Volvo Trucks North America (VTNA) has completed its transition from the legacy VNL 670 model to its new VNL 760 among the new VNL Series long-haul tractors unveiled last year. Models range from the VNL 300, which is now available with a Cummins Westport 1SX12N natural gas engine, to the VNL 860, which boasts a high-roof 77-in. sleeper. VTNA also introduced a rebooted version of its VNX heavy-haul tractor, which is available as the VNX 300 Daycab, VNX 400 Flat Roof with 42-in. sleeper, and VNX 740 Mid Roof with 70-in. sleeper. The standard powertrain package for the VNX is a Volvo D13 engine with 500 hp. and 1,850 lbs.-ft. of torque, and the tractors can also be spec'd with a Cummins X15 Performance Series engine with up to 605 hp. and 2,050 lbs.-ft. of torque. Volvo's new VNR regional-haul trucks include the VNR 300, 400, and 640 ranging from day cab to 61-in mid-roof sleeper. The VHD Series vocational trucks include the 300 and 400 in Axle Forward or Axle Back models, while the VAH Series auto hauler trucks include the 200, 430, and 630.

Western Star's 5700XE highway truck was designed with efficiency as a priority, with sleeker aerodynamics and a choice of Detroit DD13, DD15, or DD16 diesel engines offering 350-600 hp. and 1,250-2,050 lbs.-ft. of torque. The 4700-4900 trucks can be spec'd for highway or vocational use, with the 4700 available in set-forward or set-back steer axle configurations with either a Detroit DD13 or Cummins ISL 8.9L diesel. The 4800 adds a twin-steer axle configuration and is powered by a Detroit DD13; the 4900 further adds extended-hood and extreme-duty configurations and offers 34-in to 82-in. sleepers and roof heights from "ultra low" to "ultra high," with Detroit DD13, DD15, or DD16 or Cummins ISX15 engines. The 6900 vocational/ off-road truck comes in TS twin-steer and XD extreme-duty models with Detroit DD16 and DD15 diesels, respectively, and can pull up to 120 metric tons.