![]() ![]() depending on a single or tandem drive configuration. The rear suspension is available with a taper-leaf or air leaf suspension rated from 12,500 to 40,000 lb. The new Model 537 and Model 548 are available with wide or standard track axles featuring what the company says are superior wheel cut angles for a shorter turning radius and mono-leaf or taper-leaf front springs rated from 8,000 up to 20,000 lb. Bumper options include two finishes (chrome or painted), three bumper light mounted options (headlight, daytime running lights or fog), two radar options, two tow options (two tow loops or center tow), and two license plate mounting locations (center or offset). The bumper is front-mounted to the chassis with a drop-and-go feature for self-locating. Both hood options can use a variety of vocational and FEPTO bumpers to fit different applications. The trucks have two hood options, a vocational three-piece Metton hood featuring a stationary grille with full through rail, and a three-piece SMC aero hood for maximum visibility. The trucks deliver seamless body builder integration, according to the OEM. Peterbilt says the new Model 537 and Model 548 is built upon a brand-new customizable chassis and robust multiplex electrical architecture. “We are looking forward to offering the TC10 to our Peterbilt and Kenworth customers,” said Landon Sproull, PACCAR Assistant Vice President.Įarlier this year, Navistar introduced the Allison TC10 coupled with the Cummins ISX15 on its International ProStar model.Each new model is available for order with deliveries starting in July. Controls for the new TC10 include Load-Based Shift Scheduling, Vehicle Acceleration Control and the new Enhanced Converter Load Release. “While this segment has traditionally been dominated by manual transmissions, the TC10 offers definite advantages related to fuel economy and drivability that will continue to spur adoption and long-term growth.”Įquipped with 5th Generation advanced electronic controls and FuelSense technology, the transmission offers prognostics to eliminate unnecessary oil and filter changes and enhanced shift selector functionality. “The TC10 remains the first and only fully automatic transmission for the Class 8 tractor market,” Paul continued. This product is growing Allison’s market share in the metro-tractor sub-segment,” said Silpa Paul, senior research analyst with Frost & Sullivan, which recently recognized the transmission with the 2016 Best Practices Award for North American Customer Value Leadership. “Allison’s TC10 combines the startability and continuous, uninterrupted power shifting qualities of a fully automatic transmission with the cruising aspects of a manual transmission. Allison also claims that its ease of use enhances the ability to recruit and retain drivers, while reducing training time and removing the distraction of manual shifting. ![]() On average, it delivers 5% better fuel economy than current manual- or automated manual transmission-equipped tractors. The TC10 is suitable for engines up to 447 kW (600 hp) and 2305 N There is no torque interruption between shifts. The design utilizes the torque converter for initial launch only, a five-speed countershaft main transmission and a two-speed planetary range output section. Offered with 10 forward and two reverse speeds, the latest TC10 uses a patented torque converter and blends twin countershaft and full powershift automatic architectures. PACCAR and Allison Transmission engineers are working together on an engineering program to release the fully automatic Allison TC10 in Kenworth T680 and T880 and Peterbilt Models 567 and 579 with both PACCAR and Cummins engines.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |