DTNA Unveils New Detroit-Branded Powertrain

[kscarbel2]

Transport Topics / May 22, 2014

Daimler Trucks North America has unveiled a new Detroit-branded powertrain package, leveraging greater integration and a series of new technologies to offer what the company called its most fuel-efficient package yet.

The powertrain from Detroit Diesel Corp. features the DD15 engine, DT12 transmission and new axle offerings.

It will be available for the Freightliner Cascadia Evolution in January and for the soon-to-be-offered Western Star 5700 later in 2015.

“If customers are looking for optimal fuel efficiency, this is the vehicle,” said David Hames, DTNA’s general manager of marketing and strategy.

He said the powertrain can increase fuel economy 5- 7% above the existing Evolution.

During 2012, the company said it had achieved greater than 9 mpg during road trials.

[kscarbel2]

Detroit to offer integrated powertrain in 2015

Fleet Owner / May 22, 2014

A new integrated powertrain package – linking together a proprietary engine, automated transmission and axles – will be rolled out by the Detroit division of Daimler Trucks North America starting in January next year.

Initially available only for the Freightliner Cascadia Evolution Class 8 tractor and then later in 2015 for the Western Star 5700, Detroit’s new integrated powertrain combines a DD15 engine with a new “downspeed” rating of 400 hp and 1750 lb.-ft. of torque with the company’s DT12 automated transmission and axle products.

Brad Williamson, DTNA’s manager of engine and component marketing, told Fleet Owner by phone that two rear axle options will be offered with Detroit’s new integrated powertrain: a 6x2 rear axle configuration with a 2.28 ratio and a non-driven tag axle on the tandem, reducing total weight by almost 400 lbs., along with a new 2.41 ratio 6x4 rear axle set up.

“To this point, we’ve offered each piece of powertrain separately; now we’re combining them into one package to maximize fuel economy, along with other benefits,” he said.

For example, Williamson pointed that by “tuning” transmission electronics and axle ratios precisely to the DD15 engine calibrations “downspeeding” can now occur efficiently – meaning more engine torque can be made available at slower engine speeds of roughly 975 revolutions per minute (rpm) versus 1,050 rpm.

“This is something (downspeeding) that our competitors have offered for a while and now we’re able to offer it,” he said. “Basically, it is the ability to provide more torque at slower engine speeds and that helps save on fuel without compromising performance.”

Detroit’s DT12 transmission – equipped with what the company calls Intelligent Powertrain Management (IPM) – is what really will help drive further fuel economy savings, Williamson noted. By using pre-loaded terrain maps and global positioning system [GPS] location data to literally “see” the route ahead, the DT12 on cruise control can automatically adjust transmission and engine functions to save fuel while ensuring a smoother ride.

“This is something a driver simply cannot do, because they can’t see over the crest of a hill,” Williamson added. “By using pre-loaded maps and GPS, however, the DT12 can – so it will literally ‘know’ it can stay in 11^th or 12^th gear on a hill because it knows where the top is and how steep the grade is on the other side.”

In his view, the DT12 transmission is the "critical link" between the engine and the axles, and with the addition of the IPM feature, it provides a "seamless solution" that has a direct impact on fuel savings.

Williamson stressed that the other big benefit to DTNA customers from an integrated powertrain is that since all the components – engine, transmission, and axles – are built by one company, in this case Detroit, more detailed information can be shared between them and they can all be serviced at one location.

“That’s the ‘secret sauce’ if you will: we share all the available information between the components because, as I like to say, ‘they all speak Detroit,’” he explained. “We can also offer ‘one stop shop’ service as everything – the truck, engine, transmission, and axles – is ours. No more going over here to deal with an engine issue, over there for transmission service, with separate stops for axle work and truck maintenance thrown in as well.”

“We know exactly what our customers want: Leading technologies integrated from one source that allows the customer to easily implement into their business model and improve uptime, safety and efficiency,” noted David Hames, DTNA’s general manager of marketing and strategy, in a statement.

“We’re able accomplish the level of performance and efficiency the [new] integrated powertrain provides by designing, engineering, testing and manufacturing everything under one roof,” he added. “Every individual product was studied to make certain they were specifically tuned to work together to deliver maximum efficiency.”

Williamson also pointed out that Detroit is going to forgo the traditional “printed brochure” route and instead provide details on its new integrated powertrain through a new “Demand Detroit App” for both Android and iOS devices, which will be activated sometime in early June.

[bullhusk]

Detroit to offer integrated powertrain in 2015

Fleet Owner / May 22, 2014

A new integrated powertrain package – linking together a proprietary engine, automated transmission and axles – will be rolled out by the Detroit division of Daimler Trucks North America starting in January next year.

Initially available only for the Freightliner Cascadia Evolution Class 8 tractor and then later in 2015 for the Western Star 5700, Detroit’s new integrated powertrain combines a DD15 engine with a new “downspeed” rating of 400 hp and 1750 lb.-ft. of torque with the company’s DT12 automated transmission and axle products.

Brad Williamson, DTNA’s manager of engine and component marketing, told Fleet Owner by phone that two rear axle options will be offered with Detroit’s new integrated powertrain: a 6x2 rear axle configuration with a 2.28 ration and a non-driven tag axle on the tandem, reducing total weight by almost 400 lbs., along with a new 2.41 ratio 6x4 rear axle set up.

“To this point, we’ve offered each piece of powertrain separately; now we’re combining them into one package to maximize fuel economy, along with other benefits,” he said.

For example, Williamson pointed that by “tuning” transmission electronics and axle rations precisely to the DD15 engine calibrations “downspeeding” can now occur efficiently – meaning more engine torque can be made available at slower engine speeds of roughly 975 revolutions per minute (rpm) versus 1,050 rpm.

“This is something (downspeeding) that our competitors have offered for a while and now we’re able to offer it,” he said. “Basically, it is the ability to provide more torque at slower engine speeds and that helps save on fuel without compromising performance.”

Detroit’s DT12 transmission – equipped with what the company calls Intelligent Powertrain Management (IPM) – is what really will help drive further fuel economy savings, Williamson noted. By using pre-loaded terrain maps and global position system [GPS] location data to literally “see” the route ahead, the DT12 on cruise control can automatically adjust transmission and engine functions to save fuel while ensuring a smoother ride.

“This is something a driver simply cannot do, because they can’t see over the crest of a hill,” Williamson added. “By using pre-loaded maps and GPS, however, the DT12 can – so it will literally ‘know’ it can stay in 11^th or 12^th gear on a hill because it knows where the top is and how steep the grade is on the other side.”

In his view, the DT12 transmission is the "critical link" between the engine and the axles, and with the addition of the IPM feature, it provides a "seamless solution" that has a direct impact on fuel savings.

Williamson stressed that the other big benefit to DTNA customers from an integrated powertrain is that since all the components – engine, transmission, and axles – are built by one company, in this case Detroit, more detailed information can be shared between them and they can all be serviced at one location.

“That’s the ‘secret sauce’ if you will: we share all the available information between the components because, as I like to say, ‘they all speak Detroit,’” he explained. “We can also offer ‘one stop shop’ service as everything – the truck, engine, transmission, and axles – is ours. No more going over here to deal with an engine issue, over there for transmission service, with separate stops for axle work and truck maintenance thrown in as well.”

“We know exactly what our customers want: Leading technologies integrated from one source that allows the customer to easily implement into their business model and improve uptime, safety and efficiency,” noted David Hames, DTNA’s general manager of marketing and strategy, in a statement.

“We’re able accomplish the level of performance and efficiency the [new] integrated powertrain provides by designing, engineering, testing and manufacturing everything under one roof,” he added. “Every individual product was studied to make certain they were specifically tuned to work together to deliver maximum efficiency.”

Williamson also pointed out that Detroit is going to forgo the traditional “printed brochure” route and instead provide details on its new integrated powertrain through a new “Demand Detroit App” for both Android and iOS devices, which will be activated sometime in early June.

Kc thats just what I meant when I said if only D B would have bought Mack instead it would have (in my book anyway) a much better partnership! I think Mack America would have a lot more to say and do then they do now

BULLHUSK

[james j neiweem]

Daimler got there engines from Detroit. How about there transmisions and rear ends.

[MackMann85]

Daimler engines, axles and transmission are all from Europe with local engineering for the American market, no different than was Paccar, Volvo, Mack, and Int have done in certain cases.

[bullhusk]

I have seen them and they are a mix of both Eaton and Timken in the back they have the ring gear cutout like Eaton use to have and I think the top end looks like the old Timken set up?

BULLHUSK

[bullhusk]

Daimler engines, axles and transmission are all from Europe with local engineering for the American market, no different than was Paccar, Volvo, Mack, and Int have done in certain cases.

I read your post the other day and I had to give it some thought.... Daimler engines today are the rebirth of the US designed series 60, they have taken there MB Mercedes engines out and went with the newer or original Detroit motors that are born right here in the USA ! The whole top end of the new motors is the brilliant design of the Penske engineering group back in the 80's! The bottom end of the original series 60 was designed by an X Cummings guy whose brain child was the KT motors Benz took that all back to Europe to redesign there motors. Now the new dd13,15, 16, motors are not only joint built US German but with the help of US and Euro bule collar shop men! yes the mechanics! The fuel system is all MB and no more unit injectors it is all common rail as most of Europe has been using. As far as the rears go I am using a set in one of my Freightliner Classic's and they are a copy of US rears and look nothing like the Mercedes or the Scania, even the axel flangs are like ours and not like your typical big Euro style! The Auto Trans I have not seen yet but have heard that the Allison boys From Detroit Allison that stayed on with DB have there hands in it and I think it will be built here in the USA. The Paccar engine is a rebadged Mann and of course the new Mack motor is a Volvo Europe 100% designed and built (theMack motor is built here in USA)

Thanks

BULLHUSK

[MackMann85]

"The DT12 is based on an AMT that Daimler first created for its line of heavy-duty trucks in Europe, the Actros, and

shares about 90% of the parts from that model. The North American version is designed to run on 12 volts and not the 24

volts that’s the standard in Europe, so the electrical systems are different, as well as some gearing."

"DETROIT™ AXLES ARE THE RESULT OF AN INTERNATIONAL, CROSS-FUNCTIONAL ENGINEERING

AND PRODUCT DEVELOPMENT EFFORT. OUR PRODUCT LINE IS A PROVEN PLATFORM, FOUND

IN MILLIONS OF COMMERCIAL VEHICLES WORLDWIDE."

That's straight from Germany. Sounds like marketing speak for taking a European axle and adding a few parts to make it work with USA style brakes and suspensions. The transmission will be built here in 2015. It seems Daimler did a good job marketing their items as being built and designed here. Not that I have an issue at all with what they did, and I respect that they are built here immensely. Just thought its interesting how some brands are perceived versus others.

[bullhusk]

On 5/27/2014 at 5:28 PM, MackLegacy said:

"The DT12 is based on an AMT that Daimler first created for its line of heavy-duty trucks in Europe, the Actros, and

shares about 90% of the parts from that model. The North American version is designed to run on 12 volts and not the 24

volts that’s the standard in Europe, so the electrical systems are different, as well as some gearing."

 

"DETROIT™ AXLES ARE THE RESULT OF AN INTERNATIONAL, CROSS-FUNCTIONAL ENGINEERING

AND PRODUCT DEVELOPMENT EFFORT. OUR PRODUCT LINE IS A PROVEN PLATFORM, FOUND

IN MILLIONS OF COMMERCIAL VEHICLES WORLDWIDE."

 

That's straight from Germany. Sounds like marketing speak for taking a European axle and adding a few parts to make it work with USA style brakes and suspensions. The transmission will be built here in 2015. It seems Daimler did a good job marketing their items as being built and designed here. Not that I have an issue at all with what they did, and I respect that they are built here immensely. Just thought its interesting how some brands are perceived versus others.

I've been inside of the Freightliner rear and you can't tell the diff. between them and a Meritor? they are not the same as they use a heaver ring gear in there 40,000 much like the 46,000 or the pre 1994 Eatons. I have also torn down their series 60 and have taken a look at there new line up and I don't see any DB design here? I do see our tech transplanted into there new line up. The MB 4000 400 plus hp motor will never get the mi on them that the older Detroit 12.7 Series 60 gets and I know this cause I own both and the MB 4000 is a torque power house but will not go the distance like the older 12.7 will! DB did the same thing with some of there cars, if you look under the hood on some of there models and you think your looking under a Chrysler with a 5.7 HEMI!

BULLHUSK