Freightliner introduces next-generation Cascadia

[41180]

Well the overall majority in our country likes conventionals.

[Wobblin-Goblin]

As far as the "antiques" comment, I still like R models and think they'd make nice tractors today with updated tech. Of course, they probably couldn't obtain the fuel economy of today's cookie-cutter cabs, so that'd be a deal breaker for many, if not most owners.

[41180]

Yeah if they were still making RD's even with the mp engines they do still sell plenty of them 

[TeamsterGrrrl]

Sounds like there may be some euphoric recall goin' on here... Been decades since I've driven an R model. Yesterday I saw a Mack Western RL600LS conventional for sale, stopped to take a look. Open the door and... How the hell did we ever fit in that tiny cab? The R model was a great design for the 60s, but the newer designs are a big improvement! 

[kscarbel2]

The change in regulations made the use of COEs in the U.S. unattractive. If the opposite had occurred, we'd see mostly COEs on America's roads today.

Both the US and the rest of the world want their roads to last longer by controlling truck load distribution. But the US uses a means opposite of the rest of the world. We should allow 3-axle trailers and 97,000lb (44-ton) loads.

The COE is more efficient than a conventional in mainstream applications.

If we could carry more, in many cases, there would be fewer trips, which reduced road wear and congestion as well.

[TeamsterGrrrl]

Good point- I talk to a lot of people in politics that think smaller trucks are better for the environment and easier on the roads. Problem is, it takes too many of those "smaller trucks" to move the same load. The most environmentally friendly, easiest on the roads, and most efficient truck is usually the biggest truck that the roads can accommodate. For example, a B train with a cabover tractor and double 40 foot containers would use less fuel, be easier on the roads, and get in less accidents than a pair of conventional tractors hauling a single trailer. Give it 10 horsepower per ton and the four wheelers will never notice the difference, except how neatly it bends in twice as many places to get around the corners.

[BC Mack]

It may come down to new trailer concepts, designs to accommodate the lower weight but higher cube loads that could be the future of general freight...

one of the issues being addressed is maneuverability, if the active steer trailers such as trialed by 'Denby' gain more support from industry then the demand for short wheelbase, 90-100 bbc coe tractors will probably increase.

https://www.youtube.com/watch?v=lairKr1Nf0Q

LCV's or turnpike doubles, 2 53' trailers are restricted, take large facilities to assemble at the end of the limited road, the potential of a Denby style active steer trailer pulled by a coe is tempting to shippers... as truckers in North America used to condo's and long hoods there would be howls of protest but ultimately the big shippers are controlling the industry and have greater leverage with governments... imagine them without the need of a driver..!!!!... imagine a vehicle road tax by the foot..!!

change is coming, not tomorrow... take a look back over the last 25, or even 10 years... all my local impoverished truckers have wraparound stetsons and even the homeless people are giving them food, LOL, that's how far down the abyss it has gone here.

BC Mack

[kscarbel2]

 

[kscarbel2]

 

[kscarbel2]

Breaking down the 2018 Freightliner Cascadia

Sep 7, 2016 Fleet Owner  /  September 7, 2016

The “New Cascadia” combines state-of-the-art electronics, advanced powertrain integration, new technologies and refined aerodynamics to deliver up to an 8% improvement in fuel economy compared to the current Cascadia Evolution.  

We can't demonstrate how smooth and quiet the ride was on a 20-mile test drive near Colorado Springs, CO, last week, but here’s a closer look at some of the 2018 Cascadia’s features.

Slide Show - http://fleetowner.com/equipment/breaking-down-2018-freightliner-cascadia#slide-0-field_images-200171

Edited September 8, 2016 by kscarbel2

[kscarbel2]

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[kscarbel2]

Driving the new Cascadia

Truck News  /  October 17, 2016

New Freightliner Cascadia is a technology-loaded luxury truck

It takes some courage to take the industry’s best-selling truck and to completely reinvent it, but that’s exactly what Freightliner has done with its new Cascadia.

The new Cascadia has been in development since late 2011, an unusually long production cycle, giving the company the opportunity to conduct extensive field testing and to ensure a smooth rollout. I recently had the opportunity to drive two new Cascadias and they performed exceptionally well on a nearly three-hour drive from Las Vegas into California and back. Both trucks, despite being pre-production units, were dialed in and provided a superb driving experience.

This is a completely new truck, not just a product update. It has been redesigned top to bottom, inside and out. Let’s start with the exterior. Freightliner is promising an 8%  fuel economy improvement over its Cascadia Evolution, and about half of that is due to aerodynamic enhancements. The AeroX package features a low clearance air dam, drive wheel fairings and long flex extenders along the rear of the cab. Both the Aero and AeroX packages feature more aerodynamic mirrors and door seals.

The remaining fuel economy gain comes from the integrated Detroit powertrain; the DD15 engine, DT12 automated manual transmission and Detroit rear axles all received improvements. The new Cascadia is more modern and distinctive looking than its predecessor. It seems to have borrowed some design cues from Freightliner’s autonomous Inspiration Truck, but in reality, it was the other way around. The new Cascadia was already in development and so, unbeknownst to us at the time, the Inspiration Truck actually offered a hint of what was to come in the new Cascadia.

“There are definitely a lot of things we were developing for the new Cascadia that went into the making of the Inspiration Truck,” confirmed Toby Faulkner, director, new Cascadia development. “They were really built off each other. The styling you see on the new Cascadia inspired the Inspiration Truck but the technology we were developing for the Inspiration Truck we were able to put into the new Cascadia.”

The new Cascadia will improve a driver’s life. The sleeper has been completely redesigned to make better use of space. With the trucking industry’s focus on health and wellness, Freightliner designers added a larger fridge with a surface area that can be used for food prep or cooking equipment. In consultations with drivers, it was discovered that the upper bunk isn’t often used for sleeping – it’s normally used for storage. So designers built into the new sleeper proper storage around the perimeter of the ceiling with tie-downs that can be used to secure duffel bags or storage bins. This opens up headroom and gives an open, loft-type space, not to mention loads of extra storage.

“We really focused on driver comfort and smart storage; rethinking how we do everything,” explained Faulkner. “How can we make it like a small studio apartment?”

With the lower bunk folded up, two seats and a table provide a comfortable and functional dining area.

“The other feedback we got, was this feeling that the truck was like a cave and when you turned the lights on they were too bright,” Faulkner explained. Freightliner’s answer to this was to install dimmable LED lighting in the ceiling, which provides a more natural, indirect glow. Brighter dome lights are also available when more light is needed.

This attention to detail carries to the front of the truck. The instrument panel is cleaner and more logically laid out. Electrical switches are along the upper row and air switches below.

“It’s very intuitive about what you need to find and easy to find them when you need them,” Faulkner reasoned.

Above those is an area that can be used to install whatever telematics device the customer is using.

“We’ve allowed for the easy integration of the display without having to go through a lot of rework or tearing up of the dash,” Faulkner explained.

One of the biggest upgrades is the driver display, which through the use of vibrant colors makes it easy to find at a glance the information you are looking for. There’s a ton of information packed into this display, including everything that pertains to the Detroit Assurance 4.0 suite of active safety systems. No longer is a separate monitor required on the B-panel to display details such as following distance.

Visibility out of the new Cascadia has gotten better. The mirrors were moved slightly to accomplish this and a one-piece windshield and side windows allow a better view of the space around the truck.

Out on the highway, the truck performed spectacularly on a route that took us south on US Route 95 to Searchlight, Nevada, west along 164 – some good grades along this section – and then back to Vegas on I-15. The 400-hp, 1,750 lb.-ft. rated DD15 pulled the grades better than you’d think possible from just 400 horses. More fleets are spec’ing their engines this way, Faulkner explained.

“We found it gets you up the grade fuel efficiently and in a good amount of time and when you’re not climbing a grade, it’s the right amount of power,” he said. “It’s the sweet mix between horsepower and torque. This is our fleet rating.”

I spent the majority of the time in cruise control and was pleasantly surprised at how intelligent the adaptive cruise system was. When a car would pull in front of me the truck wouldn’t back off if the car was travelling faster than I was, even if my following distance was momentarily compromised. This made for smooth cruising, even in traffic. Keeping the truck in cruise control is good for fuel efficiency.

“Great drivers can get great fuel mileage, if they’re focused and paying attention and have fuel mileage on their mind at that point in time,” Faulkner said. “But the computer does it all the time. As long as you’re in cruise control it’s going to choose the right torque curve, it’s going to back off when it needs to and speed up when it needs to.”

The adaptive cruise system also has the ability to look ahead at changes in terrain and to adjust speed to maximize efficiency when approaching and descending hills. Because it comes pre-loaded with all this data, it can save fuel on the very first trip, unlike some other systems in the market that must first encounter a grade before committing it to memory.

Detroit Assurance 4.0 offers additional active safety features including lane departure warnings and even pedestrian detection. The entire system has been smartly integrated into the vehicle so as to eliminate distraction. You don’t know it’s there until you need it or go looking for it on the driver display.

The ride was exceptionally smooth and quiet and the new Cascadia responded well during lane changing and cornering. The DT12 never missed a beat and the engine brake is integrated into the shifter stalk for easy access while driving. This engine brake has a growl to it and produced ample power to hold me back on the longest and steepest downhill sections I encountered. The steering column-mounted engine brake is even available on trucks with manual transmissions.

This is a fantastic truck to drive. It would be wrong to think of it as a fleet truck. Fleets will buy plenty of them, because of the 8%  fuel economy improvement versus the Cascadia Evolution and the fact drivers will love to drive it. But the term fleet truck can have a negative connotation to it. It implies bare bones. Boring. This is a technology-packed luxury truck that’s a real treat to drive. And because it will be produced in such high volumes, there’s the potential here to bring affordability to the premium truck segment.

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[kscarbel2]

 

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[upsman]

Within ten years, the majority of the fleets will have autonomous trucks and therefore no need for drivers. Drivers will be relegated to the specialized jobs along with owner operators being still utilized. Companies that have set runs everyday will not need drivers, greatly reducing their costs that will more than pay for the technology. It is coming and it is happening fast.

[TeamsterGrrrl]

I largely agree, we may be on the verge of another industrial revolution with millions of routine jobs disappearing. Some folks may try to fight back with even lower wages, but I think we're going to have to accept education into the mid twenties, 30 hour workweeks, and retirement at 50 to survive...

[Dirtymilkman]

5 hours ago, TeamsterGrrrl said:

I largely agree, we may be on the verge of another industrial revolution with millions of routine jobs disappearing. Some folks may try to fight back with even lower wages, but I think we're going to have to accept education into the mid twenties, 30 hour workweeks, and retirement at 50 to survive...

This is what happens when an economy is ran by liberals for to long. Let's have the government pay for college till we're 25 then we'll work 30 hour weeks till we're 50 and have the government pay us for the remainder of our lives. We can all drive a small yugo type car, live in a 800 square foot apartment and eat what they tell us to eat. Then at 75 years old you'll be bored with life. But don't worry....The government won't allow any major medical care for you at that age anyway so you can just die. But it'll be so great to have free schooling, free health care and 30 hour work weeks. No one will be able to afford anything extra and the economy will suffer! 

[TeamsterGrrrl]

When low skill jobs are taken by robots, you'll need a college education to get a job fixing robots... 

Think about it for a minute, there are millions of low skill jobs like truck driving, fast food, nursing assistant, etc. that will be automated out of existence in a decade or two. We'll need reduced work hours, early retirement, and a whole lot of similar social programs to keep all those unemployed low skill workers from revolting.

[kscarbel2]

 

[kscarbel2]

Freightliner begins production on new Cascadia

Fleet Owner  /  February 2, 2017

Freightliner Trucks announced it has begun production on its new Cascadia. The new Cascadia (equipped with AeroX and Integrated Detroit Powertrain (IDP) including a GHG17 DD15 engine, DT12 with Intelligent Powertrain Management (IPM4) and 2.16 direct drive axle ratio) boasts up to an 8-percent fuel economy increase over a similarly spec’d 2016 Cascadia Evolution, the company noted.

Freightliner debuted the new Cascadia in September 2016 and production of the 126" BBC Day Cab and 72" Raised Roof Sleeper Cab models has begun.

“It’s exciting to see trucks rolling off the assembly line and being delivered to customers. The new Cascadia delivers fuel efficiency, connectivity, safety, quality and a premium driver experience for our customers,” said Kary Schaefer, general manager, Marketing & Strategy for Daimler Trucks North America.

The new Cascadia is available with the IDP, which combines the fuel-efficient downsped 400 hp,1,750 lb/ft. of torque, the  Detroit DD15 or Detroit DD13 engines with the Detroit DT12 automated manual transmission, 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 that reduces parasitic loss and improves fuel economy.

Standard enhancements such as an upper door seal, elliptical-shaped mirrors, sloped hood, bumper with integrated air deflector and integrated antennas all minimize drag. The optional Aero and AeroX packages provide additional aerodynamic benefits to manage airflow, including a low ground clearance bumper with flexible air dam, longer side extenders, lower chassis fairings, drive wheel covers and proprietary-designed drive wheel fairings.

“Available in a variety of cab configurations, the new Cascadia is all about customizable living-space options that address the realities of professional drivers while they’re on the road,” the company said. “The sleeper area has been redesigned to include more cabinets, as well as larger spaces that can accommodate standard appliances. For entertainment, a sturdy television swivel bracket holds up to a 26” flat panel TV for movie-theater-like viewing. Double-bunk and a new Driver Loft option is also available that incorporates a unique folding workspace/dinette with a full-size Murphy style bed.  A new cargo shelf option allows drivers to store containers or duffle bags easily. If an upper bunk is spec’d, it will come standard with an easily released telescoping ladder, making getting into the upper bunk a breeze.”

New splayed frame rails create more room in the engine compartment to allow technicians easy access for maintenance tasks, and most electronic control units are now stored securely in the cab in the new eVault. In front of the eVault is the fuse and relay box which is easily accessible with no hand tools needed.  To increase dash component accessibility, the dash panel was designed to be easily removed. Additionally, the standard two-piece front bumper of the Cascadia can be quickly removed within minutes.

The optional Detroit Assurance 4.0 suite of safety systems includes Active Brake Assist that now provides full braking on stationary objects, moving pedestrian warning & partial braking, 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 and can enhance driver safety by mitigating potential collisions.